WO2023134863A1

WO2023134863A1 - Automotive inspection robotic vehicle, inspection system, and method for inspecting a railway track and/or a railway vehicle

Info

Publication number: WO2023134863A1
Application number: PCT/EP2022/050748
Authority: WO
Inventors: Christian GANGHOFER; Maximilian STEGER
Original assignee: Servail Gmbh
Priority date: 2022-01-14
Filing date: 2022-01-14
Publication date: 2023-07-20

Abstract

According to various aspects, an automotive inspection robotic vehicle (100) for inspecting a railway track and/or a railway vehicle is described, including: a vehicle main body (102), an onboard driving device (104), an onboard control device (106), one or more onboard sensors (108), and a holding structure (110) including at least two pairs of first and second arms, wherein the first and second arms of each pair are arranged on both sides of and laterally extend away from the vehicle main body to allow, in use, each first arm and each second arm to mechanically interact with the first rail and the second rail, respectively, such that the inspection robotic vehicle is caught between the rails, wherein each first arm and each second arm includes at least one passive deflection mechanism allowing the respective first and second arm to be elastically deflected from an extended condition into a deflected condition.

Description

AUTOMOTIVE INSPECTION ROBOTIC VEHICLE, INSPECTION SYSTEM, AND METHOD FOR INSPECTING A RAILWAY TRACK AND/OR A RAILWAY VEHICLE

Technical Field

[0001] Various aspects are related to an automotive inspection robotic vehicle, an inspection system, and a method for inspecting a railway track and/or a railway vehicle.

Background Art

[0002] In order to maintain the performance of a railway infrastructure and rolling stock in the long term as well as to reduce (e.g., minimize) downtimes, a continuous maintenance of the railway infrastructure is desired. An important part of maintenance is an inspection and recording of a condition of a railway track and railway vehicles (e.g., trains) of the railway infrastructure, which allows to react to (e.g., critical) changes of the railway track and/or a railway vehicle in a timely and cost-efficient manner.

[0003] A variety of devices and methods is conventionally applied for monitoring railway tracks and/or railway vehicles. For example, a human may inspect the railway track and/or railway vehicle in person (i.e., a human railway track inspection). Further, railway tracks and/or railway vehicles may be monitored using drones (see, for example, Sangiorgi, Innovative Vermessungsm ethoden im digitalen Zeitalter, El - Der Eisenbahningenieur, 02/2021), locally installed measurement stations (see, for example, Hauser et al., Oberbau-Messanlagen als Instrument fur Gleis- und Fahrzeuginstandhaltung, Eisenbahntechnische Rundschau, 2020), hand-operated test coaches (see, for example, HeuBler et al., Priifung der Gleisgeometrie mit dem Messsystem Krabbe, El - Der Eisenbahningenieur, 01/2012), and/or measurement trains (see, for example, Lichtberger, Die neue Generation von Multifunktionsmessfahrzeugen, El - Der Eisenbahningenieur, 03/2003).

[0004] However, a human railway track inspection, the use of drones, and handoperated test coaches do not allow to inspect the railway track in use, i.e., while railway vehicles are moving on the railway track. Hence, these approaches increase a downtime of the railway infrastructure on the one hand, and, on the other hand, an interaction between the railway track and a railway vehicle cannot be measured. However, measuring the interaction between the railway track and the railway vehicle may allow to derive structural problems, such as displacements, deformations, etc., of the railway track and/or railway vehicle.

[0005] Even though the use of measurement trains may allow to measure the interaction between the railway track and the railway vehicle, these measurement trains must be integrated into the operation of the railway infrastructure or the operation must be temporarily interrupted increasing a cost and/or downtime of the railway infrastructure. Further, due to the travel speed of the measurement train, an accuracy of the measurements is significantly lower as compared to the locally installed measurement stations.

[0006] Even though the locally installed measurement stations may allow to measure the interaction between the railway track and the railway vehicle with increased accuracy, the measurement stations only provide information about a specific local point of the railway track and, thus, do not record the condition of a longer railway track network. Further, to set up the measurement station, the railway track must be closed or at least the operation of the railway track must be restricted. This increases a downtime of the railway infrastructure.

[0007] In summary, the above-described conventional approaches for monitoring railway tracks and/or railway vehicles are either incompatible with ongoing rail operations, provide only pre-selected local results, and/or cannot capture structural problems with a required accuracy. Further, in contrast to the locally installed measurement stations, the other conventional approaches do not allow to monitor the railway track in an automated manner.

Summary

[0008] Various aspects are related to an automotive inspection robotic vehicle, an inspection system, and a method for inspecting a railway track and/or a railway vehicle which allow to inspect (e.g., to monitor) a longer railway track network (e.g., as part of the maintenance of the railway track) while operating the railway track. The automotive inspection robotic vehicle may be capable to drive along and between a first rail and a second rail of a railway track during operation of the railway track. This approach does not require a downtime of the railway track and allows to measure the interaction between the railway track and the railway vehicle. Further, the automotive inspection robotic vehicle may be capable to monitor the railway track in an automated manner (i.e., without human on-site surveillance), thus, significantly reducing payroll costs. According to various aspects, the automotive inspection robotic vehicle may include a holding structure which allows to mechanically interact (e.g., engage) with the rails of the railway track such that the automotive inspection robotic vehicle is caught between the rails while driving along and monitoring the railway track. This may prevent that the automotive inspection robotic vehicle vertically protrudes beyond (e.g., escapes from) the rails of the railway track (e.g., into the railway structural gauge and/or railway structural gauge of the railway track) due to an unevenness of the ground and/or an airflow resulting from a railway vehicle passing by the automotive inspection robotic vehicle (also referred to as suction effect of passing railway vehicles). Also theft of the automotive inspection robotic vehicle may be prevented. According to various aspects, the automotive inspection robotic vehicle may be capable to overcome obstacles on the railway track without releasing the caught state between the rails.

Brief Description of Drawings

[0009] In the drawings, like reference characters generally refer to the same parts throughout the different views. The drawings are not necessarily to scale, emphasis instead generally being placed upon illustrating the principles of the invention. In the following description, various aspects are described with reference to the following drawings, in which:

Figures 1A and IB show an automotive inspection robotic vehicle according to various aspects;

Figures 1C to IN each show a respective configuration of an arm of the automotive inspection robotic vehicle according to Figure 1;

Figures 2A to 2G each show at least part of a railway track;

Figures 3 A to 31 each show an inspection system including a railway track and an automotive inspection robotic vehicle according to various aspects;

Figure 4 shows an onboard control device of the automotive inspection robotic vehicle according to various aspects; and

Figure 5 shows a flow diagram illustrating a method for inspecting a railway track and/or a railway vehicle according to various aspects.

Detailed Description [0010] The following detailed description refers to the accompanying drawings that show, by way of illustration, specific details and aspects of this disclosure in which the invention may be practiced. Other aspects may be utilized and structural, logical, and electrical changes may be made without departing from the scope of the invention. The various aspects of this disclosure are not necessarily mutually exclusive, as some aspects of this disclosure can be combined with one or more other aspects of this disclosure to form new aspects.

[0011] The above-described conventional approaches for inspecting a railway infrastructure may require a downtime of rail operations, may not allow to measure an interaction between a railway track and a railway vehicle moving on the railway track, may provide only pre-selected local results, and/or may not allow to capture structural problems with a required accuracy.

[0012] According to various aspects, an automotive inspection robotic vehicle is provided which is capable to detect a condition of the railway track and/or railway vehicle during operation, which is capable to mechanically interact (e.g., engage) with two rails of the railway track to catch the automotive inspection robotic vehicle between the two rails, and which is capable to drive along and between the two rails of the railway track while being mechanically interacted (e.g., engaged) in order to detect the condition of the railway track at various locations. Further, the automotive inspection robotic vehicle is capable to overcome obstacles which are lying on the railway track, obstacles which are attached to one of the rails of the railway track, and railway track sections which have a reduced track gauge by the use of one or more deflection mechanisms.

[0013] FIG. 1A shows a rear view of an automotive inspection robotic vehicle 100 and FIG. IB shows a top view of the automotive inspection robotic vehicle 100 according to various aspects. The automotive inspection robotic vehicle 100 may be employed for inspecting a railway track and/or a railway vehicle.

[0014] The automotive inspection robotic vehicle 100 may include a vehicle main body 102. The vehicle main body 102 may have a width, w (in direction 14), a height, h (in direction 12), and a length, 1 (in direction 16). According to various aspects, the length, 1 of the vehicle main body 102 may be greater than the width, w. Hence, the vehicle main body 102 may be elongated (in direction 16) along the length direction (in some aspects referred to as front rear direction 16). A maximum length, 1 of the vehicle main body 102 may be limited by a bending radius of the rails, the automotive inspection robotic vehicle 100 is configured to inspect. The width, w, of vehicle main body 102 may be limited by the track gauge of the railway track, wherein the automotive inspection robotic vehicle 100 is configured to inspect such that the automotive inspection robotic vehicle 100 can drive between the rails of the railway track. The height, h, of vehicle main body 102 may be limited by a height of the rails of the railway track, wherein the automotive inspection robotic vehicle 100 is configured to inspect such that the automotive inspection robotic vehicle 100 does not protrude beyond the rails of the railway track.

[0015] The automotive inspection robotic vehicle 100 may include an onboard driving device 104. The onboard driving device 104 may be configured to allow for driving/moving the automotive inspection robotic vehicle 100. For example, the onboard driving device 104 may allow the automotive inspection robotic vehicle 100 to drive/move along a railway track between a first rail and a second rail of the railway track. The automotive inspection robotic vehicle 100 may be configured to be movable on ground in a manner driven by the onboard driving device 104. According to an example, the onboard driving device 104 may include (e.g., may be provided with) one or more wheels (e.g., two or more wheels, e.g., four wheels). According to another example, the onboard driving device 104 may include (e.g., may be provided with) one or more crawler tracks (e.g., two or more crawler tracks). Using crawler tracks (also referred to as chain-drives) may improve a flotation, a traction (also referred to as ground holding or ground adherence), a maneuverability, etc. of the automotive inspection robotic vehicle 100. According to even another example, the onboard driving device 104 may include (e.g., may be provided with) one or more (e.g., two or more, e.g., four or more, e.g., six or more, e.g., eight or even more) support legs. Illustratively, the automotive inspection robotic vehicle 100 may be configured to move arachnid-like (also referred to as spider-like), malacostracan-like, and/or insect-like using the one or more support legs. According to various aspects, the onboard driving device 104 may include a combination of the one or more wheels, the one or more crawler tracks, and/or the one or more support legs. According to various aspects, the onboard driving device 104 may include a vehicle chassis. The one or more wheels and/or one or more crawler tracks may be provided on the vehicle chassis. The vehicle main body 102 may be supported by the vehicle chassis.

[0016] The rails of a railway track may extend parallel to direction 16 and a railway vehicle, which drives on the railway track, may drive in direction 16. The automotive inspection robotic vehicle 100 may be configured to drive, by means of the onboard driving device 104, in direction 16 and opposite to direction 16 (i.e., in direction -16). The driving direction may be referred to as front direction (e.g., direction 16).

[0017] The automotive inspection robotic vehicle 100 may include an onboard control device 106 (e.g., one or more controllers). The onboard control device 106 may be configured to control the onboard driving device 104. According to various aspects, the onboard control device 106 may control the onboard driving device 104 to implement an interaction of the automotive inspection robotic vehicle 100 with its environment (e.g., a railway track) according to a control program. For example, the moving of the automotive inspection robotic vehicle 100 (e.g., the driving of the onboard riving device 104) may be initiated by means of actuators controlled by the onboard control device 106. The term "actuator" may be understood as a component configured to affect a mechanism or process in response to be driven. The actuator can implement instructions issued by the onboard control device 106 (the so-called activation) into mechanical movements (e.g., of the one or more wheels, the one or more crawler tracks, and/or the one or more support legs). The actuator, e.g. an electromechanical converter, may be configured to convert electrical energy into mechanical energy in response to driving. The term "control device" may be understood as any type of logic implementing entity, which may include, for example, a circuit and/or a processor capable of executing software stored in a storage medium, firmware, or a combination thereof, and which can issue instructions, e.g., to an actuator in the present example. The control device may be configured, for example, by program code (e.g., software) to control the operation of a system, an automotive inspection robotic vehicle in the present example.

[0018] The automotive inspection robotic vehicle 100 may include one or more onboard sensors 108. The one or more onboard sensors 108 may be configured to detect data representing a surrounding of the automotive inspection robotic vehicle 100. The one or more onboard sensors 108 may be configured to detect (e.g. in use) parameter data representing at least one railway track parameter and/or railway vehicle parameter. A railway track parameter, as used herein, may describe a condition of the railway track, to which the automotive inspection robotic vehicle 100 is located adj acent to. A railway track parameter, as used herein, may describe a condition of a railway vehicle. The railway vehicle may move on the railway track. A sensor of the one or more onboard sensors 108 may be a camera sensor, a light detection and ranging (LIDAR) sensor, a radio detection and ranging (radar) sensor, an ultrasonic sensor, an acceleration sensor, a temperature sensor, a velocity sensor, a position sensor, an x-ray sensor, a microphone, or an infrared sensor (see also description with reference to FIG. 3A to FIG. 31). The one or more onboard sensors 108 may be attached to the vehicle main body 102. According to various aspects, the vehicle main body 102 may be configured to allow a flexible instrumentation with sensors (e.g., a measurement equipment). This may allow to flexibly adapt the automotive inspection robotic vehicle 100 to inspection requirements associated with a specific task and/or railway track conditions.

[0019] The automotive inspection robotic vehicle 100 may include a holding structure 110. The holding structure 110 may include M pairs of first and second arms. “M” may be any integer number equal to or greater than two. Hence, the holding structure 110 may include at least two pairs of first and second arms. Each pair, m, of the at least two pairs, m = 1 to M, may include a first arm 110(n = 1, m) and a second arm 110(n = 2, m). The first arms 110(n = 1, m= 1 to M) and the second arms 110(n = 2, m= 1 to M) may be arranged, with respect to the front rear direction 16, on both sides of the vehicle main body 102, respectively. Illustratively, the first arms 110(n = 1, m= 1 to M) may be arranged, with respect to the front rear direction 16, on a left side of the vehicle main body 102 and the second arms 110(n = 2, m= 1 to M) may be arranged, with respect to the front rear direction 16, on a right side of the vehicle main body 102 (see, for example, FIG. IB), or vice versa. Each arm 110(n = 1 to 2, m= 1 to M) may be a robotic arm. Each arm 110(n = 1 to 2, m= 1 to M) may extend laterally away from the vehicle main body 102. For example, the first arms 110(n = 1, m= 1 to M) may laterally extend away from the vehicle main body 102 in direction -14 and the second arms 110(n = 2, m= 1 to M) may laterally extend away from the vehicle main body 102 in direction 14 (in some aspects referred to as lateral direction 14). The first and second arms 110(n = 1 to 2, m= 1 to M) may extend laterally from the vehicle main body 102 beyond the one or more crawler tracks and/or one or more wheels. Hence, a span width, s, (in direction 14) of each pair, m, of first and second arms 110(n = 1 to 2, m) may be greater than the width, w, of the vehicle main body 102.

[0020] The first arms 110(n = 1, m= 1 to M) may be configured to, in use, mechanically interact (e.g., engage) with a first rail (e.g., the first rail 202 described with reference to FIG. 2A to FIG. 31) and the second arms 110(n = 2, m= 1 to M) may be configured to, in use, mechanically interact with a second rail (e.g., the second rail 204 described with reference to FIG. 2A to FIG. 31). The phrase “in use”, as used herein, may describe that the automotive inspection robotic vehicle 100 is positioned on ground between a first rail and a second rail. The mechanical interaction of the first arms 110(n = 1, m= 1 to M) with the first rail and/or the second arms 110(n = 2, m= 1 to M) with the second rail may include an extending of the respective arms below a rail head of the corresponding rail (see description with reference to FIG. 3A), wherein, e.g., a free end of at least one of the arms or of each arm may be in contact with the corresponding rail, e.g., with the rail head or rail web, or wherein the free end of at least one of the arms or of each arm is not in contact with the corresponding rail, but is merely below the rail head with still some play to the rail, e.g. with play to the rail head and web. Illustratively, this may catch (e.g., hold) the automotive inspection robotic vehicle 100 between the first rail and the second rail and may thereby prevent the automotive inspection robotic vehicle 100 from escaping from the railway track in an upper direction (in direction 12). The first and second arms 110(n = 1 to 2, m= 1 to M) may be configured such that the automotive inspection robotic vehicle 100 can drive along and between the first rail and the second rail of the railway track while being mechanically interacted with the first rail and the second rail. Thus, the automotive inspection robotic vehicle 100 may be capable to move/drive along and between the first rail and the second rail while being caught between them to, thereby, prevent the automotive inspection robotic vehicle 100 from vertically protruding beyond the first rail and the second rail.

[0021] Illustratively, the holding structure 110 of the automotive inspection robotic vehicle 100 may always be in mechanical interaction (e.g., in engagement) with the first rail and the second rail to thereby prevent the automotive inspection robotic vehicle 100 at any time to escape upwardly (in some aspects referred to as climbing). Therefore, it is not required to detect any incoming railway vehicles (e.g., trains) since the automotive inspection robotic vehicle 100 is always caught between the first rail and the second rail. If the holding structure was only engaged with the first and second rails in the case that a train passes over the automotive inspection robotic vehicle, it would be required to detect the incoming train in advance to have enough time to engage with the rails. Further, it would be required to stop the automotive inspection robotic vehicle to carry out the engagement (e.g., moving of the arms) as well as waiting till the train passed over the automotive inspection robotic vehicle to disengage which both results in a loss of inspection time. Further, this approach would not protect the automotive inspection robotic vehicle against theft. These are only some of the disadvantages illustratively showing the advantages of the holding structure 110 of the automotive inspection robotic vehicle 100 which may always be in mechanical interaction with the first rail and the second rail.

[0022] At least a part of each arm 110(n, m) of the first and second arms 110(n = 1 to 2, m= 1 to M) may be provided with (e.g., may be made (up) of) an electrically insulating material (e.g., plastic). This may, in use, prevent a current flow from the first rail to the second rail through the automotive inspection robotic vehicle 100. For example, the free end portion 122(n, m) and/or the base arm portion 112(n, m) of each arm 110(n, m) (see, for example, description with reference to FIG. II) may be made (up) of an electrically insulating material. An electrically insulating material, as described herein, may have an electrical conductivity of less than 1-10' S/m (Siemens per meter) (e.g., less than 1-10'⁴ S/m, e.g., less than 1-10'⁵ S/m, e.g., less than 1-10'⁶ S/m, etc.). According to various aspects, the electrically insulating material may be or may include wood, one or more plastic materials (e.g., Polyamide 6), and/or one or more ceramic materials. As an example, the base arm portion 112(n, m) of an arm may be made of aluminum and the free end portion 122(n, m) may be made of the electrically insulating material.

[0023] According to various aspects, the first and second arms 110(n = 1 to 2, m= 1) of the first pair, m=l, may be arranged at a front end portion of the vehicle main body 102 and the first and second arms 110(n = 1 to 2, m= 2) of the second pair, m=2, may be arranged at a rear end portion of the vehicle main body 102 (see, for example, FIG. IB). The other arms 110(n = 1 to 2, m= 3 to M) may be arranged between the first pair, m=l, and the second pair, m=2, along the front rear direction 16. According to some aspects, the front end portion of the vehicle main body 102 may be associated with the front half of the vehicle main body 102 in driving direction and the rear end portion of the vehicle main body 102 may be associated with the rear half of the vehicle main body 102 in driving direction. According to other aspects, the front end portion of the vehicle main body 102 may be associated with the front third of the vehicle main body 102 in driving direction and the rear end portion of the vehicle main body 102 may be associated with the rear third of the vehicle main body 102 in driving direction. [0024] Each first arm 110(1, m) of the first arms 110(1, m= 1 to M) and each second arm 110(2, m) of the second arms (2, m= 1 to M) may include a respective at least one deflection mechanism (e.g., one deflection mechanism, two deflection mechanisms, etc.). The deflection mechanism may allow that at least a portion of the corresponding arm 110(n, m) can be deflected. For example, each arm 110(n, m) of the first and second arms 110(n = 1 to 2, m= 1 to M) may be configured deflectable in the front and rear direction 16 and/or deflectable cross to the front rear direction 16 (i.e., in direction 14). The deflection in the front and rear direction 16 may, for example, allow the automotive inspection robotic vehicle 100 to overcome obstacles, which are lying on the railway track or which are attached to one or both of the first and second rails, while the vehicle moves/drives along and between the first rail and the second rail. The deflection in the front and rear direction 16 and the deflection cross to the front and rear direction 16 may allow to reduce the span width, s, of the first and second arms 110(n = 1 to 2, m= 1 to M). This may allow the automotive inspection robotic vehicle 100 to traverse railway track sections which have a reduced track gauge. Illustratively, the deflection in the front and rear direction 16 and the deflection cross to the front and rear direction 16 may allow the automotive inspection robotic vehicle 100 to adjust to a current track gauge (i.e., the distance between the first rail and the second rail) while the vehicle drives/moves along and between the first rail and the second rail. Two consecutive first arms and/or two consecutive second arms may, seen in the front rear direction 16, may be attached to the vehicle main body 102 at a distance 109 greater than a length 111 of the respective arms. This may, for example, allow a deflection of the arm 110(n, m) in the front and rear direction 16 by about 80 to 90° (e.g., substantially equal to 90°). Illustratively, the first and second arms 110(n = 1 to 2, m= 1 to M) may be configured to allow the respective arm 110(n, m) to completely swing in (in some aspects referred to as folding)

[0025] The deflection mechanism may be a passive deflection mechanism (see, for example, FIG. 1C to FIG. IM) and/or an active deflection mechanism (see, for example, FIG. IN). In the following, the respective arm 110(n, m) is described as either having one or more passive deflection mechanisms or having the active deflection mechanism. However, it is noted that the arm 110(n, m) may have both, the one or more passive deflection mechanisms and the active deflection mechanism described herein.

[0026] FIG. 1C to FIG. IM each show a respective configuration of an arm 110(n, m) having at least one passive deflection mechanism according to various aspects. At least one (e.g., each) arm 110(n, m) of the first and second arms 110(n = 1 to 2, m= 1 to M) may be configured in accordance with one of these configurations. It is noted that these configurations serve to illustrate exemplary passive deflection mechanisms and that an arm may be configured differently to provide a passive deflection mechanism which allows a deflection in the front and rear direction 16 and/or a deflection cross to the front and rear direction 16.

[0027] A “passive deflection mechanism”, as used herein, may describe a deflection mechanism which occurs without (actively) driving a corresponding actuator and which does not require any information (e.g., provided by sensor data) regarding the railway track. According to various aspects, each passive deflection mechanism may be associated with an elastic (e.g., spring-elastic) deflection. Each passive deflection mechanism may be provided with a corresponding spring mechanism and may allow at least a portion of the arm 110(n, m) to be elastically deflected. The arm 110(n, m) may be elastically deflectable from an extended condition into a deflected condition against a biasing force of the corresponding spring mechanism.

[0028] With reference to FIG. 1C, the arm 110(n, m) may include a first passive deflection mechanism (e.g., associated with a first deflection di ). The arm 110(, m) may include a base arm portion 112(n, m). The base arm portion 112(n, m) may rigid and, optionally elongated. The base arm portion 112(n, m) may be, by means of the first passive deflection mechanism, pivotably attached to the vehicle main body 102. For example, the base arm portion 112(n, m) may be attached to the vehicle main body 102 by use of a pivot pin 114(n, m) of the first passive deflection mechanism. The pivot pin 114(n, m) may define a pivot axis (e.g., in direction 12) around which the arm 110(n, m) (e.g., the base arm portion 112(n, m)) can pivot. For example, the pivot pin 114(n, m) may provide a swivel joint between the base arm portion 112(n, m) and the vehicle main body 102. The first passive deflection mechanism may be provided with a first spring mechanism 11 l(n, m). The base arm portion 112(n, m) may be pivotably and elastically deflectable in the front rear direction 16 from an extended condition (shown in FIG. 1C) into a deflected condition against a first biasing force, Fi , of the first spring mechanism 11 l(n, m).

[0029] FIG. ID shows an exemplary configuration of the first passive deflection mechanism according to various aspects. The first passive deflection mechanism may include a pusher element 116(n, m) (e.g., a push plate (in some aspects referred to as thrust plate)). The pusher element 116(n, m) may be attached to the vehicle main body 102 in a manner so as to be reciprocally movable in lateral direction 14. The pusher element 116(n, m) may be reciprocally movable in lateral direction 14 by means of the first spring mechanism 11 l(n, m).

[0030] The first spring mechanism 11 l(n, m) may, for example, include at least one (e.g., one, two, three, etc.) spring 118(n, m) providing the first biasing force, Fi , of the first spring mechanism 11 l(n, m). It is noted that the coil spring illustrated in FIG. ID merely serves for illustration and that the spring 118(n, m) may be any kind of springelastic element capable to provide the first biasing force, Fi , of the first spring mechanism l l l(n, m). For example, a spring-elastic element associated with a respective spring mechanism described herein may be a coil spring, a pneumatic spring, a flat spring, a laminated spring, a rubbery-elastic element, etc., or combinations thereof.

[0031] The pusher element 116(n, m) may include a first leg 116(n, m, 1) and a second leg 116(n, m, 2). The first leg 116(n, m, 1) and the second leg 116(n, m, 2) may define a gap between them, which is crossed by the pivot axis (e.g., provided by the pivot pin 114(n, m)). The arm 110(n, m) may include a first abutment 120(n, m, 1) (also referred to as first swivel castor) and a second abutment 120(n, m, 2) (also referred to as second swivel castor) (e.g. in form of a respective roller) coupled to (e.g., provided on) the base arm portion 112(n, m). The first leg 116(n, m, 1) of the pusher element 116(n, m) may be in engagement with the first abutment 120(n, m, 1) of the base arm portion 112(n, m) and the second leg 116(n, m, 2) of the pusher element 116(n, m) may be in engagement with the second abutment 120(n, m, 2) of the base arm portion 112(n, m). The first deflection, di, may result from a force on the base arm portion 112(n, m) in the front or rear direction. Without any first deflection (i.e., in a nondeflected condition, e.g., due to no force on the base arm portion 112(n, m) in the front or rear direction or a force below a deflection threshold) the first biasing force, Fi, of the first spring mechanism 11 l(n, m) may push the pusher element 116(n, m) with its first leg 116(n, m, 1) against the first abutment 120(n, m, 1) and with its second leg 116(n, m, 2) against the second abutment 120(n, m, 2). This forces the base arm portion 112(n, m) towards/in the extended condition (shown in 150). Hence, the pusher element 116(n, m) (with its first leg 116(n, m, 1) and second leg 116(n, m, 2)) biases the base arm portion 112(n, m) towards its extended condition. In the case of a first deflection, di, of the base arm portion 110(n, m) (i.e., in the deflection condition), depending on the direction of the first deflection, di , the first leg 116(n, m, 1) may be pushed against the first abutment 120(n, m, 1) or the second leg 116(n, m, 2) may be pushed against the second abutment 120(n, m, 2) (shown in 152) against the first biasing force, Fi , of the first spring mechanism 11 l(n, m).

[0032] As an example, the force on the base arm portion 112(n, m) in the rear direction may result from obstacles, which are lying on the railway track and/or which are attached to the corresponding rail, the automotive inspection robotic vehicle 100 drives against. Illustratively, the automotive inspection robotic vehicle 100 may drive in direction 16 and an obstacle hits the first arm 110(1, 1) of the first pair, m=l, inducing a force on the first arm 110(1, 1) in rear direction -16. Hence, the moving of the automotive inspection robotic vehicle 100 against the obstacle may provide the force on the first arm 110(1, 1). The induced force on the first arm 110(1, 1) may result in the first deflection, di , of the first arm 110(1, 1).

[0033] Herein, the *-notation of a variable may define one specific integer value for the corresponding variable, such as a specific n* for the variable n, a specific m* for the variable m.

[0034] According to various aspects, the holding structure 110 may be configured such that, if one arm 110(n*, m*) is deflected, the other arms 110(n, m\n*, m*) are locked to prevent a deflection of the other arms 110(n, m\n*, m*). Alternatively, the holding structure 110 may be configured such that, if one first arm 110(1, m*) is deflected, the other first arms 110(1, m\l, m*) are locked to prevent a deflection of the other first arms 110(1, m\l, m*) and/or if one second arm 110(2, m*) is deflected, the other second arms 110(2, m\2, m*) are locked to prevent a deflection of the other second arms 110(2, m\2, m*). As an example, the holding structure 110 may include two pairs, m, of first and second arms 110(n = 1 to 2, m= 1 to 2) and the holding structure 110 may be configured such that, if one arm 110(n*, m*) is deflected, the other arms 110(n, m\n*, m*) are locked to prevent a deflection of the other arms 110(n, m\n*, m*). This may, in use, ensure that the automotive inspection robotic vehicle 100 stays caught between the first rail and the second rail. If, otherwise, a first arm 110(1, m*) and a second arm 110(1, m*) could be deflected at the same time, the automotive inspection robotic vehicle 100 may/could be twisted out of the railway track. In the opposite, if the holding structure 110 may include three or more pairs, m, of first and second arms 110(n = 1 to 2, m= 1 to M, with M > 3) the automotive inspection robotic vehicle 100 could not be twisted out of the railway track even in the case that a first arm 110(1, m*) and a second arm 110(1, m*) are deflected at the same time. Thus, according to another example, the holding structure 110 may include three or more pairs, m, of first and second arms 110(n = 1 to 2, m= 1 to M, with M > 3) and may be configured such that, if one first arm 110(1, m*) is deflected, the other first arms 110(1, m\l, m*) are locked to prevent a deflection of the other first arms 110(1, m\l, m*) and if one second arm 110(2, m*) is deflected, the other second arms 110(2, m\2, m*) are locked to prevent a deflection of the other second arms 110(2, m\2, m*). Illustratively, in this case, one first arm 110(1, m*) and one second arm 110(1, m*) may be deflected at the same time. This may be ensured by means of one or more lock mechanisms.

[0035] According to various aspects, the first passive deflection mechanism may include a lock mechanism which can assume a locking state, in which the arm 110(n, m) is locked in the extended condition, and a release state, in which the arm 110(n, m) is released allowing a first deflection, di , of the arm 110(n, m).

[0036] According to some aspects, the lock mechanism may be a mechanical lock mechanism. For example, the arms whose states are dependent on each other (e.g., all arms in the case that all other arms are locked, if one arm 110(n*, m*) is deflected, or all first/second arms in the case that all other first/second arms are locked, if one first/second arm is deflected) may be coupled to each other via a lock bar configured to switch the other arms coupled to the lock bar into the lock state in the case that one of the arms is deflected. For example, the mechanical lock mechanisms and the lock bar may interact substantially similar to sliding contours (e.g., which prevent more than one drawer from opening on a roll container).

[0037] According to other aspects, the lock mechanism may be an electrical lock mechanism. The electrical lock mechanism may be configured such that initially all arms 110(n = 1 to 2, m= 1 to M) are in the locked state and that only selected arms are switched to their released state electrically (e.g., by applying a voltage, e.g., to an electric latch). This may ensure that, if, in use, a power failure of the automotive inspection robotic vehicle 100 occurs, all arms 110(n = 1 to 2, m= 1 to M) are kept in the locking state, thereby preventing the automotive inspection robotic vehicle 100 to escape in an upward direction. This may, for example, prohibit theft of the automotive inspection robotic vehicle 100. The electrical lock mechanism may be coupled to the respective arm 110(n, m) of the first and second arms 110(n = 1 to 2, m= 1 to M) by directly locking the base arm portion 112(n, m) to the vehicle main body 102 to thereby prevent the arm 110(n, m) to deflect or by indirectly locking the base arm portion 112(n, m). In the second case, the electrical lock mechanism may be configured to lock the pusher element 116(n, m) to thereby prevent the pusher element 116(n, m) from moving in the lateral direction 14, whereby the first abutment 120(n, m, 1) and the second abutment 120(n, m, 2) lock the base arm portion 112(n, m) in its extended condition. For example, the electrical lock mechanism may be provided so as to interact (e.g., mechanically interact) with the pusher element 116(n, m) so as to lock the pusher element 116(n, m) (i.e., prevent the pusher element 116(n, m) from moving in the lateral direction 14)

[0038] An exemplary electrical lock mechanism is shown in FIG. IE and FIG. IF according to various aspects. FIG. IE and FIG. IF show a top or bottom view and a sectional view (A- A), respectively, of the arm 110(n, m) including an electrical lock mechanism 134(n, m). The electrical lock mechanism 134(n, m) may include an electric latch 135(n, m). The electric latch 135(n, m) may include a bolt 133(n, m). In the locking state of the electrical lock mechanism 134(n, m), the bolt 133(n, m) may extend through the pusher element 116(n, m) and the vehicle main body 102 (see FIG. IF) to thereby prevent the pusher element 116(n, m) from moving in the lateral direction 14. The electric latch 135(n, m) may be configured to move (e.g., to lift) the bolt 133(n, m) in direction 12 (e.g., in response to an applied voltage), whereby the bolt is disconnected from the vehicle main body 102. This may allow the pusher element 116(n, m) to move in the lateral direction 14 to thereby release the arm 110(n, m) allowing a deflection of the arm 110(n, m). The electrical lock mechanism 134(n, m) may prevent, in the case of a power loss, any of the first and second arms 110(n = 1 to 2, m= 1 to M) from deflecting (since no voltage can be applied to the electric latch 135(n, m)) to thereby ensure maintaining the mechanical interaction with the first rail and the second rail. Hence, this may also prevent, in use, theft of the automotive inspection robotic vehicle 100 even in the case of a power loss.

[0039] The electrical lock mechanism 134(n, m) may be connected with the onboard control device 106 and may include an electrical switch mechanism for switching the electrical lock mechanism between the locking state and the released state. For example, the board control device 106 may be connected to the electric latch 135(n, m) and may be configured to control the state of the electric latch 135(n, m). In the case that the onboard control device does not apply a voltage to the electric latch 135(n, m), the bolt 133(n, m) may extend through the pusher element 116(n, m) and the vehicle main body 102 defining the locking state of the electrical lock mechanism 134(n, m). The onboard control device 106 may be configured to switch the electrical lock mechanism from the locking state to the released state by applying a voltage to the electric latch 135(n, m) to thereby release the pusher element 116(n, m).

[0040] As described above, the holding structure 110 either may be configured such that, if one arm 110(n*, m*) is deflected, all other arms 110(n, m\n*, m*) are locked or may be configured such that, if one first/second arm 110(1 or 2, m*) is deflected, the other first/second arms 110(1 or 2, m\n*, m*) are locked. The onboard control device 106 may be configured to control the electrical lock mechanisms accordingly. For example, the onboard control device 106 may be configured to apply the voltage for switching from the locking state to the released state only to one arm or only to one first/second arm at a time.

[0041] According to various aspects, the electrical lock mechanism may be configured such that, in the locking state, the respective arm 110(n, m) is allowed to deflect below a predefined first deflection threshold value. The predefined first deflection threshold value may be associated with a first deflection, di (e.g., a first deflection of 2°, 5°, 10°, 15°, etc.). For example, the arm 110(n, m) may be allowed to deflect up to 10° in the locking state. The first passive deflection mechanism may include a first sensor configured to detect the first deflection, di , of the arm 110(n, m). The first sensor may be connected to the onboard control device 106. The onboard control device 106 may receive deflection information from the first sensor associated with an arm 110(n*, m*) and may be configured to determine whether the arm 110(n*, m*) is allowed to be switched to the released state (e.g., determining whether other arms 110(n, m\n*, m*) or other first/second arms 110(1 or 2, m\n*, m*) are already in the released state). The onboard control device 106 may be configured to, in the case that it is determined that the arm 110(n*, m*) is allowed to be switched to the released state, switch the electrical lock mechanism (e.g., by applying the voltage) of the arm 110(n*, m*) associated with the first deflection, di , from the locking state to the released state to thereby allow the arm 110(n*, m*) to deflect further (beyond the predefined first deflection threshold value). [0042] An exemplary first sensor 148(n, m) is shown in FIG. 1G. FIG. 1G shows a bottom view 166, a zoomed bottom view 168, and a top view 170 of the arm 110(n, m) in various deflected conditions (in particular a first deflection, di , of 0°, 2°, 30°, 60°, and 90°). In this example, the lock mechanism may include a switch flag 140(n, m) coupled with its first end portion 144(n, m) to the base arm portion 112(n, m) and with its second end portion 146(n, m) to the first sensor 148(n, m). The first sensor 148(n, m) may be, for example, an inductive sensor and the second end portion 146(n, m) may be made of a magnetic material detected by the inductive sensor. The switch flag 140(n, m) may be pivotably arranged between the base arm portion 112(n, m) and the first sensor 148(n, m) such that a deflection of the base arm portion 112(n, m) is leverage to a greater deflection of the second end portion 146(n, m) of the switch flag 140(n, m). This may increase the detectability of slight deflections (e.g., a first deflection, di , below 2°) as well as the detection resolution. For example, the switch flag 140(n, m) may be coupled to the vehicle main body 102 by means of a pivot pin 142(n, m) arranged between the first end portion 144(n, m) and the second end portion 146(n, m) to thereby define a pivot axis around which the switch flag 140(n, m) can pivot. The pivot pin 142(n, m) may be arranged closer to the first end portion 144(n, m) than to the second end portion 146(n, m) to thereby provide the above described leverage. This may allow to detect any slight displacement of an arm 110(n, m) comparatively fast to allow the onboard control device 106 to switch the electric lock mechanism of the arm 110(n, m) to the release state (if allowed) within a predefined time frame beginning with the arm 110(n, m) encountering a resistance force.

[0043] According to various aspects, the arm 110(n, m) may include a second passive deflection mechanism (e.g., associated with a second deflection c ). The arm 110(n, m) may include a free end portion 122(n, m). The free end portion 122(n, m) may be attached to the base arm portion 112(n, m). The second passive deflection mechanism may allow an elastic deflection of the free end portion 122(n, m) relative to the base arm portion 112(n, m) in the front rear direction 16 (see, for example, FIG. 1H) and/or an elastic deflection of the free end portion 122(n, m) relative to the base arm portion 112(n, m) along a translational direction (see, for example, FIG. II and FIG. IK to FIG. IM). The second passive deflection mechanism may be provided with a second spring mechanism 121(n, m). [0044] In the case that the second passive deflection mechanism allows an elastic deflection free end portion 122(n, m) relative to the base arm portion 112(n, m) in the front rear direction 16, the free end portion 122(n, m) may be pivotably and elastically deflectable in the front rear direction 16 from an extended condition into a deflected condition against a second biasing force, F2 , of the second spring mechanism 121(n, m). For example, the free end portion 122(n, m) may be attached to the base arm portion 112(n, m) by means of a pivot pin substantially similar as the base arm portion 112(n, m) is attached to the vehicle main body 102. Alternatively, the free end portion 122(n, m) may be made of an elastically deformable material providing the second spring mechanism 121(n, m). The free end portion 122(n, m) may, by means of the second spring mechanism 121(n, m) provided by the elastically deformable material, be biased towards a position substantially parallel to the base arm portion 112(n, m).

[0045] The first spring mechanism 11 l(n, m) may be associated with a first spring constant (defining the first biasing force, Fi ) and the second spring mechanism 121(n, m) may be associated with a second spring constant (defining the second biasing force, F2 ). According to various aspects, the first spring constant may be greater (e.g., at least 1.5 times greater, e.g., at least two times greater, e.g., at least 2.5 times greater, etc.) the second spring constant. Thereby, the free end portion 122(n, m) associated with the second spring mechanism 121(n, m) may deflect more strongly than the base arm portion 112(n, m) associated with the first spring mechanism 11 l(n, m).

[0046] FIG. 1H shows an exemplarily free end portion 122(n, m) made of (e.g., consisting of) an elastically deformable material proving the second spring mechanism 121(n, m) of the second passive deflection mechanism. The elastically deformable free end portion 122(n, m) may be biased towards an extended condition (see 154) and may allow a second deflection, d2 (e.g., an elastic deformation) in the front rear direction 16 relative to the base arm portion 112(n, m) against the second biasing force, F2 , of the second spring mechanism 121(n, m) (see 156).

[0047] FIG. II shows an exemplarily free end portion 122(n, m) which is elastically deflectable relative to the base arm portion 112(n, m) in the translational direction. The free end portion 122(n, m) and the base arm portion 112(n, m) may be arranged in a telescope configuration. The second spring mechanism 121(n, m) may bias the free end portion 122(n, m) along the translation direction (direction 14 in FIG. II) relative to the base arm portion 112(n, m). The second spring mechanism 121(n, m) may allow to reduce the span width (in direction) of the arm 110(n, m) from an extended condition (see 158) into a deflected condition (see 160) against the second biasing force, F2 , of the second spring mechanism 121(n, m). In this example, the second deflection, d2, may be associated with a lateral displacement of the free end portion 122(n, m) relative to the base arm portion 112(n, m).

[0048] According to various aspects, the arm 110(n, m) may include a free end 126(n, m). In the case that the free end portion 122(n, m) is not provided, the base arm portion 112(n, m) may include the free end 126(n, m) (see, for example, FIG. 1 J). In the case that the free end portion 122(n, m) is provided, the free end portion 122(n, m) may include the free end 126(n, m) (see, for example, FIG. IK). The free end 126(n, m) may be provided with a contact wheel or a contact ball (e.g., a ball bearing) or a slide contact for contacting a rail (e.g., the first rail or second rail) (e.g., for contacting the rail web below the rail head of the corresponding rail). This may, in use, reduce a friction between the free end 126(n, m) and the first/second rail while the automotive inspection robotic vehicle 100 drives along and between the first rail and the second rail. Hence, a wear of the free end 126(n, m) is therefore reduced. The slide contact may, for example, be made of a plastic material (e.g., a polymer material) to reduce the friction between the free end 126(n, m) and the respective rail.

[0049] Optionally, the free end 126(n, m) may be provided with an elongated portion extending substantially perpendicular to the free end portion 122(n, m) from the free end 126(n, m) in the front direction and/or rear direction. This elongated portion may provide a linear contact (e.g., line-like contact) for contacting the rail web of the corresponding rail. The elongated portion may be provided with the contact wheel, the contact ball, or the slide contact. The elongated portion may, in use, increase the stability of the automotive inspection robotic vehicle 100 between the first rail and the second rail.

[0050] Optionally, the arm 110(n, m) may include one or more magnets (e.g., permanent magnets and/or electromagnets) attached to it. The one or more magnets may allow the arm 110(n, m) to engage with a rail (which may include or may be made of iron).

[0051] FIG. IL shows a sectional side view and FIG. IM shows a sectional bottom view of the arm 110(n, m) having an exemplary configuration. The arm 110(n, m) is shown in contact with a first rail 202 to illustrate the configuration of the arm during use. The arm 110(n, m) is configured substantially similar to the configuration of FIG. IK, wherein the arm 110(n, m) includes the first deflection mechanism, the second deflection mechanism which allows the translational deflection of the free end portion 122(n, m) relative to the base arm portion 112(n, m), and a wheel provided at the free end 126(n, m). The first deflection mechanism may include the first sensor 132(n, m) to detect the first deflection, di , of the base arm portion 112(n, m). The second deflection mechanism may include a second sensor 130(n, m) (e.g., a displacement sensor) configured to detect the displacement resulting from the second deflection, di . In this exemplary configuration, the arm 110(n, m) may include an additional portion 128(n, m) fixedly attached to the free end portion 122(n, m) so as to be moveable therewith, and the second sensor 130(n, m) may be configured to detect a displacement of the additional portion 128(n, m). As indicated in FIG. IL, the positon of the first rail 202 may be within a predefined tolerance range, t. The second deflection mechanism may allow the arm 110(n, m) to adapt, by means of a lateral deflection against the second biasing force F2 , its span width (in direction 14) to the specific positon of the first rail 202 within its tolerance range, t. The second deflection mechanism may also allow the arm 110(n, m) to adapt, by means of a lateral deflection against the second biasing force F2 , its span width (in direction 14) to a welding seam of the corresponding rail which may reduce the distance 240.

[0052] According to some aspects, two consecutive first arms may be elastically deflectable by means of a scissor mechanism such that one of the two consecutive first arms is deflectable in the front direction and the other one of the two consecutive first arms is deflectable in the rear direction. Analogously, two consecutive second arms may be elastically deflectable by means of a scissor mechanism such that one of the two consecutive second arms is deflectable in the front direction and the other one of the two consecutive second arms is deflectable in the rear direction.

[0053] FIG. IN shows a configuration of an arm 110(n, m) having an active deflection mechanism according to various aspects.

[0054] The active deflection mechanism may be provided with a pneumatic or hydraulic mechanism allowing at least a portion of the respective arm 110(n, m) to be actively deflected (i.e., in this case, retraced) from an extended condition into a deflected (i.e., in this case, retracted) condition by a retraction force. The active deflection mechanism may be provided with a pneumatic or hydraulic mechanism allowing at least a portion of the respective arm 110(n, m) to be actively extended from the deflected condition into the extended condition by an extension force. With reference to the exemplary configuration shown in FIG. IN, the active deflection mechanism may include a pneumatic cylinder 182(n, m). The pneumatic cylinder 182(n, m) may be configured to actively control a movement (e.g., a deflection or extension) of a free end portion 180(n, m) of the arm 110(n, m). The active control of the movement may allow for a third deflection, ds , in lateral direction 14. The movement of the free end portion 180(n, m) may be guided by means of one or more guided shafts (e.g., a first guided shaft 184(n, m, 1) guided by means of a first bearing 186(n, m, 1) and a second guided shaft 184(n, m, 2) guided by means of a second bearing 186(n, m, 2)).

[0055] The active deflection mechanism may be provided with one or more sensors configured to detect, seen in the front rear direction 16, obstacles at least in front and behind of the free end portion 180(n, m). For example, the active deflection mechanism may include two sensors 188(n, m, 1), 188(n, m, 2), wherein one of the two sensors 188(n, m, 1), 188(n, m, 2) may be configured to detect obstacles in front of the free end portion 180(n, m) and wherein the other one of the two sensors 188(n, m, 1), 188(n, m, 2) may be configured to detect obstacles behind the free end portion 180(n, m). The one or more sensors (e.g., the two sensors 188(n, m, 1), 188(n, m, 2)) may be connected to the onboard control device 106. The onboard control device 106 may be configured to, responsive to at least one of the one or more sensors detecting an obstacle in moving/driving direction (e.g., direction 16) of the automotive inspection robotic vehicle 100, control the active deflection mechanism (e.g., the pneumatic cylinder 182(n, m)) to apply the retraction force to thereby deflect the front end portion 180(n, m). The onboard control device 106 may be configured to, responsive to detecting no obstacles in driving direction of the automotive inspection robotic vehicle 100, control the active deflection mechanism (e.g., the pneumatic cylinder 182(n, m)) to apply the extension force to thereby extent the front end portion 180(n, m). Illustratively, this allows the automotive inspection robotic vehicle 100, in use, to overcome obstacles lying on the railway track and/or which are attached to the railway track. As described with reference to the first passive deflection mechanism, the onboard control device 106 may be configured to allow only one arm 110(n*, m*) to be deflected at the same time (e.g., in the case that the automotive inspection robotic vehicle 100 includes two pairs of first and second arms) or may be configured to allow only one first/second arm 110(1 or 2, m*) to be deflected at the same time (e.g., in the case that the automotive inspection robotic vehicle 100 includes at least three pairs of first and second arms).

[0056] Substantially similar as described above, the arm 110(n, m) may include the free end 126(n, m) which may be provided with a contact wheel or a contact ball or a slide contact. With reference to the exemplary configuration shown in FIG. IN, the free end 126(n, m) may be provided with a first contact wheel 126(n, m, 1) and a second contact wheel 126(n, m, 2) for contacting the respective rail (e.g., the first rail 202) to thereby, in use, reduce friction between the arm 110(n, m) and the rail.

[0057] According to various aspects, the automotive inspection robotic vehicle 100 may include (independent of employing an active or passive deflection mechanism) at least one first interaction detection sensor and at least one second interaction detection sensor. The at least one first interaction detection sensor may be arranged on the lateral side on which the first arms 110(n = 1, m= 1 to M) are attached and the at least one second interaction detection sensor may be arranged on the lateral side on which the second arms 110(n = 2, m= 1 to M) are attached. The at least one first interaction detection sensor may be configured to detect, in use, whether the first arms 110(n = 1, m= 1 to M) are out of mechanical interaction (e.g., out of engagement) with the first rail. The at least one second interaction detection sensor may be configured to detect, in use, whether the second arms 110(n = 2, m= 1 to M) are out of mechanical interaction (e.g., out of engagement) with the second rail. The at least one first interaction detection sensor and/or the at least one second interaction detection sensor may be a camera sensor, a LIDAR sensor, and/or a radar sensor. The at least one first interaction detection sensor and the at least one second interaction detection sensor may be connected to the onboard control device 106. The onboard control device 106 may be configured to control the onboard driving device 104 to stop driving in the case that one of the at least one first interaction detection sensor or one of the at least one of the second interaction detection detects that the first or second arms, respectively, are out of mechanical interaction with the corresponding rail.

[0058] According to various aspects, the one or more onboard sensors 108 may include at least one camera sensor configured to detect an image of the area (environment) at least in front of the automotive inspection robotic vehicle 100 which allows the onboard control device 106 to determine whether the railway track is blocked, such as blocked by rockfall or a fallen tree. In this case, the onboard control device may be configured to control the onboard driving device 104 to stop driving (and optionally to inform an operator of the automotive inspection robotic vehicle 100 regarding the blocked railway track).

[0059] According to various aspects, the automotive inspection robotic vehicle 100 may include at least one tool configured to interact with the railway track (e.g., the first rail, the second rail, and/or a region between the first rail and the second rail. For example, the at least one tool may be configured to allow a maintenance works at the railway track. In some aspects, at least one (e.g., exactly one, two, each) first arm 110(n = l, m) and/or at least one (e.g., exactly one, two, each) second arm 110(n = 2, m) may be provided with (e.g., equipped with) respective one or more tools to allow, in use, to carry out maintenance works (e.g., at the railway track, next to the railway track and/or at a railway vehicle located above the automotive inspection robotic vehicle 100). Additionally, or alternatively, the vehicle main body 102 may be provided with (e.g., equipped with) respective one or more tools. According to various aspects, the automotive inspection robotic vehicle 100 may include one or more onboard robotic arms provided with (e.g., equipped with) respective one or more tools. Each onboard robotic arm of the one or more onboard robotic arms may be arranged on the vehicle main body 102 and may include one or more joints to thereby allow an end portion of the respective onboard robotic arm to be moved relative to the vehicle main body 102. For example, the onboard control device 106 may be configured to control the movement and optionally the use of the one or more tools of each of the one or more robotic arms.

[0060] A tool of the one or more tools may be, for example:

A grappler (in some aspects referred to as gripper) configured to grab an object located on the first and/or second rails and/or between the first rail and the second rail. For example, the grappler may be movably arranged on the vehicle main body 102 by means of an onboard robotic arm in a manner controlled by the onboard control device 106 to, thereby, allow to remove objects (e.g., garbage, stones, tree branches, etc.) from the railway track by collecting the objects and/or by moving the objects away from the railway track (e.g., into an area outside the region between the first rail and the second rail). A screwdriver (e.g., equipped to an onboard robotic arm of the one or more onboard robotic arms) to allow removing components from a rail by unscrewing the respective component from the rail and/or to allow connecting components to a rail by screwing the respective component to the rail.

A drilling machine (e.g., equipped to an onboard robotic arm of the one or more onboard robotic arms) to allow drilling a hole (e.g., a threaded hole) into a rail. For example, the drilling machine may be employed to drill a threaded hole into a rail to thereby allow the screwdriver to connect a component to the rail using a screw.

A torque wrench, a plier, a saw, a grinding machine, nd/or a hammer equipped to an onboard robotic arm of the one or more onboard robotic arms (e.g., to an end portion of the onboard robotic arm) to allow the onboard robotic arm to interact with the corresponding rail by use of the respective tool.

A (e.g., rotary) mower, a trimmer, a scissors, and/or a cutter equipped to a lower part of the vehicle main body 102 or to an onboard robotic arm of the one or more onboard robotic arms to allow removing vegetation (e.g., cutting grasses) between the first rail and the second rail.

A laser (e.g., equipped to an onboard robotic arm and/or equipped to the vehicle main body 102) having a power level which allows to remove (e.g., burn) vegetation between the first rail and the second rail

A brush equipped to a free end portion 122(n*, m*) of an arm 110(n*, m*) of the first and second arms and/or equipped to an end portion of an onboard robotic arm configured to interact with the first rail and/or second rail to thereby allow to clean the respective rail, to remove fat(s) from the respective rail, to apply fat(s) to the respective rail, and/or to apply adhesive(s) to the respective rail.

A spray dispenser equipped to an arm 110(n*, m*) of the first and second arms, to an onboard robotic arm, and/or to the vehicle main body 102 and configured to dispense a (e.g., liquid) material to the railway track. For example, the spray dispenser may allow to spray fat(s), paint(s), adhesive(s), etc. to a rail of the railway track. For example, the spray dispenser may allow to spray herbicides to the region between the first rail and the second rail to allow removing vegetation between the first rail and the second rail. A welding equipment (in some aspects referred to as welding machine) equipped to an end portion of an onboard robotic arm to carry out welding works at the first rail and/or second rail.

A vacuum cleaner, an air blower and/or an air compressor allowing to clean (e.g., to remove dirt from) the first rail and/or second rail.

[0061] The automotive inspection robotic vehicle 100 may be configured in accordance with a specific railway track configuration such that the inspection robotic vehicle 100 can inspect the railway track having the specific railway track configuration or may be configured in accordance with two or more railway track configurations such that the automotive inspection robotic vehicle 100 can inspect each railway track having one of the two or more railway track configurations. A railway track configuration may be characterized by a number of rails (e.g., two rails, three rails, or more than three rails), a height of the rails, a distance between the rails, a railway structural gauge and/or railway loading gauge associated with the railway track (see, for example, description with reference to FIG. 2G), a rail profile (i.e., a cross-sectional shape of the rail or rails perpendicular to its length), etc. For example, the automotive inspection robotic vehicle 100 may be configured such that the automotive inspection robotic vehicle 100 is capable to inspect a railway track having a track gauge in the range from about 600 mm to about 1700 mm or even greater than 1700 mm (e.g., greater than 2000 mm, e.g., greater than 3000 mm, e.g., up to 9000 mm).

[0062] For a better understanding of various configurations of the automotive inspection robotic vehicle 100, a railway track is described in more detail with reference to FIGS. 2A to 2G and an inspection system is described with reference to FIG. 3A to FIG. 3H in which the automotive inspection robotic vehicle 100 is, in use, located between a first rail and a second rail of the railway track. The automotive inspection robotic vehicle 100 may be configured such that the first arms 110(1, m) can mechanically interact (e.g., engage) with the first rail and that the second arms 110(2, m) can mechanically interact (e.g., engage) with the second rail to thereby catch the automotive inspection robotic vehicle 100 between the first rail and the second rail. It is noted that the railway track and the inspection system shown in the figures merely serve as examples to illustrate various features and configurations of the automotive inspection robotic vehicle 100 and that the automotive inspection robotic vehicle 100 may be configured to (in addition or alternatively) inspect any other type of railway track. [0063] FIG. 2A and FIG. 2C each show a cross-section of a railway track 200 according to various aspects and FIG. 2B and FIG. 2D show a top view of the railway track 200, respectively.

[0064] The railway track 200 may include a first rail 202 and a second rail 204. The first rail 202 and the second rail 204 may be substantially parallel to each other (and optionally parallel to direction 16). A distance 214 (in direction 13) between the first rail 202 and the second rail 204 may be a track gauge. The track gauge may be, for example, in the range from about 600 mm to about 1700 mm (or greater than 1700 mm). It is noted that the railway track 200 serves as an example and that the automotive inspection robotic vehicle 100 may be configured to inspect a railway track having a different railway track configuration, such as a railway track which includes more than two rails (e.g., three rails, such as a cog railway). In this case, the holding structure 110 may be configured to mechanically interact with two of the more than two rails. The exemplary railway track 200 may include either a concrete slab 226 (see FIG. 2C and FIG. 2D) or sleepers 206 arranged on ballast 216 (see FIG. 2 A and FIG. 2B).

[0065] With reference to FIG. 2A and FIG. 2B, the railway track 200 may include a plurality of sleepers 206(p = 1 to P). The plurality of sleepers 206(p = 1 to P) may include a number, P, of sleepers. “P” may be any integer number equal to or greater than one (e.g., greater than ten, e.g., greater than one hundred, e.g., greater than one thousand or even more). Each of the plurality of sleepers 206(p = 1 to P) may be arranged on the ballast 216. The first rail 202 may be fixed to each sleepers 206(p) of the plurality of sleepers 206(p = 1 to P) via at least one corresponding rail fastening, such as a corresponding first inner rail fastening 208i(p) facing the second rail 204 and a corresponding first outer rail fastening 208o(p). The second rail 204 may be fixed to each sleepers 206(p) of the plurality of sleepers 206(p = 1 to P) via at least one corresponding rail fastening, such as a corresponding second inner rail fastening 210i(p) facing the first rail 202 and a corresponding second outer rail fastening 210o(p). [0066] With reference to FIG. 2C and FIG. 2D, the railway track 200 may include a concrete slab 226. The first rail 202 may be fixed to the concrete slab 226 via a first plurality of rail fastenings (e.g., a first plurality of inner rail fastening 208i(p = 1 to P) and a first plurality of outer rail fastening 208o(p = 1 to P)). The second rail 204 may be fixed to the concrete slab 226 via a second plurality of rail fastenings (e.g., a second plurality of inner rail fastening 210i(p = 1 to P) and a second plurality of outer rail fastening 210o(p = 1 to P)).

[0067] FIG. 2E shows a rail profile exemplarily for the first rail 202. The rail profile may be a cross-sectional shape of the first rail 202 perpendicular to its length (in direction 16). The first rail 202 may include a first rail head 202h, a first rail web 202w, and a first rail foot 202f. A rail profile (e.g., a flat bottomed rail or a bullhead rail or a grooved rail) may be associated with a respective shape and dimensions of each of the first rail head 202h, first rail web 202w, and first rail foot 202f. The second rail 204 may be configured similar to the first rail 202.

[0068] FIG. 2F shows the first rail 202 and the second rail 204. As described above, the distance 214 between the first rail 202 and the second rail 204 may be a track gauge. The track gauge may be associated with a distance 240 between the first rail web 202w of the first rail 202 and the second rail web 204w of the second rail 204. The track gauge may be associated with a distance 242 between the first rail head 202h of the first rail 202 and the second rail head 204h of the second rail 204. The distance 240 and/or the distance 242 may vary along the railway track 200 within a tolerance range (see, for example, tolerance range, t, in FIG. IL). The deflection mechanism(s) of the first and second arms 110(n = 1 to 2, m = 1 to M) may allow to adapt to this varying distance 240 (see description with reference to FIG. 3 A)

[0069] FIG. 2G shows a railway loading gauge 230 and a railway structural gauge 232 associated with the exemplary railway track 200. A railway loading gauge, as used herein, may define a maximum extension (e.g., a maximum height and a maximum length) of railway vehicles which may move (e.g., drive) on the railway track. Illustratively, the railway loading gauge 230 may represent an area which could be occupied by a railway vehicle. The automotive inspection robotic vehicle 100 may be configured such that there is no interference with the clearance of the railway vehicle(s). According to various aspects, the automotive inspection robotic vehicle 100 may be configured such that, in use, the automotive inspection robotic vehicle 100 can drive along and between the first rail 202 and the second rail 204 without vertically (in direction 11) protruding into the railway loading gauge 230. This ensures that a railway vehicle can safely move on the railway track while using the automotive inspection robotic vehicle 100 at the same time. A railway structural gauge, as used herein, may define an area larger than the area represented by the railway loading gauge. The railway structural gauge may represent an area into which constructional elements (e.g., railroad operations, such as platforms, ramps, signaling, etc. or constructional elements during construction work) are allowed to protrude only under certain conditions (e.g., certain safety measures). The automotive inspection robotic vehicle 100 may be configured such that, in use, the automotive inspection robotic vehicle 100 can drive along and between the first rail 202 and the second rail 204 without vertically (in direction 11) protruding into the railway structural gauge 232. This ensures that the automotive inspection robotic vehicle 100 can be used for inspecting the railway track during operation of the railway track.

[0070] FIG. 3A to FIG. 31 each show an inspection system 300 for inspecting a railway track and/or railway vehicle according to various aspects. The inspection system 300 may include the automotive inspection robotic vehicle 100 (as described herein) and a railway track, such as the railway track 200 (as described herein). FIG. 3 A to FIG. 31 illustrate various aspects of an interaction between the automotive inspection robotic vehicle 100 and a railway track exemplarily for the railway track 200 having the plurality of sleepers 206(p = 1 to P). It is noted that the automotive inspection robotic vehicle 100 may inspect a railway track having any configuration including at least two rails.

[0071] Prior to use, the automotive inspection robotic vehicle 100 may be placed, e.g., by an operator of the automotive inspection robotic vehicle 100, on ground (e.g., on one or more sleepers 206(p = 1 to P)) between the first rail 202 and the second rail 204. In the case that the automotive inspection robotic vehicle 100 includes the at least one passive deflection mechanism (e.g., the first passive deflection mechanism and optionally the second passive deflection mechanism), the automotive inspection robotic vehicle 100 may be configured to allow the operator to deflect all first and second arms 110(n = 1 to 2, m= 1 to M) in order to place the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204. According to various aspects, the first passive deflection mechanism of each arm 110(n, m) may include the lock mechanism and the holding structure 110 may include a universal release mechanism which allows to switch the lock mechanism of all first and second arms 110(n = 1 to 2, m= 1 to M) to the released state to thereby allow each arm 110(n, m) to be deflected elastically. For example, the holding structure 110 may include a mechanical lock configured to switch the lock mechanism of all first and second arms 110(n = 1 to 2, m= 1 to M) to the released state by use of a mechanical key. After placing the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204, the operator may remove the mechanical key to thereby lock the first and second arms 110(n = 1 to 2, m= 1 to M) in the extended condition, whereby the first arms 110(n = 1, m= 1 to M) mechanically interact with the first rail 202 and the second arms 110(n = 2, m= 1 to M) mechanically interact with the second rail 204. In the case that the automotive inspection robotic vehicle 100 includes the active deflection mechanism, the operator may be able to control the pneumatic or hydraulic mechanism (e.g., by means of the onboard control device 106) to actively deflect the free end portion 180(n, m) of all first and second arms 110(n = 1 to 2, m= 1 to M) to the deflected condition and, after placing the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204, to actively extent the free end portion 180(n, m) of all first and second arms 110(n = 1 to 2, m= 1 to M) to the extended condition, whereby the first arms 110(n = 1, m= 1 to M) mechanically interact with the first rail 202 and the second arms 110(n = 2, m= 1 to M) mechanically interact with the second rail 204. For example, the automotive inspection robotic vehicle 100 may include a first rail detection sensor (e.g., a camera sensor, a LIDAR sensor, or a radar sensor) arranged on the lateral side of the automotive inspection robotic vehicle 100 on which the first arms 110(n = 1, m= 1 to M) are attached and a second rail detection sensor (e.g., a camera sensor, a LIDAR sensor, or a radar sensor) arranged on the lateral side of the automotive inspection robotic vehicle 100 on which the second arms 110(n = 2, m= 1 to M) are attached. The first rail detection sensor and the second rail detection sensor may be connected to the onboard control device 106. The onboard control device 106 may be configured to, in the case that the first rail detection sensor detects the presence of the first rail 202 and the second rail detection sensor detects the presence of the second rail 204, control the active deflection mechanism of each arm 110(n, m) to bring the arms into mechanical interaction (e.g., engagement) with the corresponding rail.

[0072] As described herein, the mechanical interaction (e.g., engagement) of the first arms 110(n = 1, m= 1 to M) with the first rail 202 and/or the second arms 110(n = 2, m= 1 to M) with the second rail 204 may include an extending of the respective arms below the first/second rail head 202h, 204h of the corresponding rail 202, 204. With reference to the cross section of the inspection system 300 shown in FIG. 3 A, the span width, s, of the first and second arms may always be greater than the distance 242 between the first rail head 202h of the first rail 202 and the second rail head 204h of the second rail 204 (see also FIG. 2F). This may ensure that the automotive inspection robotic vehicle 100 is always prevented from escaping upwardly (in direction 11, 12). Thus, the holding structure 110 may prevent that the automotive inspection robotic vehicle 100 is moved beyond a rail top edge 220 of the first rail 202 and the second rail 204 due to unevenness of the ground and/or an airflow resulting from a railway vehicle passing by the automotive inspection robotic vehicle 100 (also referred to as suction effect of passing railway vehicles) and may also prevent theft of the automotive inspection robotic vehicle 100. Hence, the automotive inspection robotic vehicle 100 may be secured against unintentional climbing (e.g., due to the suction effect or unevenness of the ground) as well as unauthorized removal (e.g., theft). [0073] According to some aspects, the span width, s, of the first and second arms 110(n = 1 to 2, m) of each pair, m e M, may, in lateral direction 14, be less than the distance 240 between the first rail web 202w and the second rail web 204w (but greater than distance 242). In this case, the first arms 110(n = 1, m= 1 to M) may mechanically interact with the first rail head 202h from below and the second arms 110(n = 2, m= 1 to M) may mechanically interact with the second rail head 204h from below to thereby prevent the automotive inspection robotic vehicle 100 from moving upwardly. Illustratively, the automotive inspection robotic vehicle 100 may, in use, be positioned between the first rail 202 and the second rail 204 with clearance enabling to contactless undergrip the respective rail 202, 204 (e.g., to engage the latter in a contactless manner from below). In this example, each arm 110(n, m) of the automotive inspection robotic vehicle 100 may, for example, include the first passive deflection mechanism only (since the second deflection, c , (e.g., translational displacement) associated with the second passive deflection mechanism may otherwise allow a span width, s, less than the distance 242) or the active deflection mechanism only.

[0074] According to other aspects, the span width, s, of the first and second arms 110(n = 1 to 2, m) of each pair, m e M, may, in lateral direction 14, be equal to or greater than the distance 240 between the first rail web 202w and the second rail web 204w. In this case, the first arms 110(n = 1, m= 1 to M) may mechanically interact with the first rail web 202w and the second arms 110(n = 2, m= 1 to M) may mechanically interact with the second rail web 204. For example, the free end 126(n, m) of each arm 110(n, m) may be provided with the contact wheel, the contact ball, or the slide contact to thereby reduce the friction between the respective free end 126(n, m) and the corresponding rail while the automotive inspection robotic vehicle 100 drives along and between the first rail 202 and the second rail 204. For example, in the case of the contact wheel or contact ball, substantially no sliding friction (also referred to as kinetic friction) may occur. Since the span width, s, is greater than the distance 242, the automotive inspection robotic vehicle 100 is prevented from moving (e.g., escaping) upwardly. Each arm 110(n, m) may be provided with the at least one passive deflection mechanism or the active deflection mechanism. For example, each arm 110(n, m) may include the first passive deflection mechanism and the second passive deflection mechanism. In the case that the span width, s, is greater than the distance 240 and that the first spring constant is greater than the second spring constant, the free end portions 122(n = 1 to 2, m= 1 to M) of the first and second arms may be elastically deflected (e.g., translationally displaced relative to the base arm portion 112(n, m)), whereby the free end 126(n, m) of the respective arm 110(n, m) is pressed against the corresponding rail 202, 204 by means of the second biasing force, F2 , of the second spring mechanism 121(n, m). This may increase a stability of the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204. This may further ensure that, in use, the first arms 110(n = 1, m= 1 to M) are in permanent physical contact with the first rail 202 and the second arms 110(n = 2, m= 1 to M) are in permanent physical contact with the second rail 204. The range of deflection (e.g., lateral displacement) of the free end portion 122(n, m) relative to the base arm portion 112(n, m) may be sized and/or limited such that the span width, s, of the first and second arms is always greater than the distance 242 to thereby prevent the automotive inspection robotic vehicle 100 from moving upwardly. For example, the second deflection, ch , of the free end portion 122(n, m) relative to the base arm portion 112(n, m) may be limited to a displacement of about 10mm The second deflection, di , may allow the automotive inspection robotic vehicle 100 to adapt its span width, s, of the first and second arms to a varying track gauge (within the tolerance range) along the railway track 200. According to various aspects, the second deflection mechanism of each arm 110(n, m) may include the second sensor 130(n, m) (e.g., configured to as displacement sensor) for detecting the (e.g., lateral) displacement resulting from the second deflection, ch . The onboard control device 106 may be configured to determine the distance 240 between the first rail 202 and the second rail 204 using the detected displacements associated with the second deflections, ch . The onboard control device 106 may be configured to determine a position of the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204 using the detected displacements associated with the second deflections, h . The onboard control device 106 may be configured to determine a rotation of the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204 using the detected displacements associated with the second deflections, di . Optionally, the onboard control device 106 may be configured to control the onboard driving device 104 based on the determined position, the determined distance 240, and/or the determined rotation. Illustratively, the detected displacements may represent the position and orientation of the automotive inspection robotic vehicle 100 between the first rail and the second rail 204 which may allow the onboard control device 106 to adapt the driving (e.g., guidance and/or steering) of the automotive inspection robotic vehicle 100.

[0075] As shown in FIG. 3A, the automotive inspection robotic vehicle 100 may be sized and configured such that the automotive inspection robotic vehicle 100 can drive along and between the first rail 202 and the second rail 204 without vertically (in direction 11, 12) protruding beyond the top edge 220 of the first rail 202 and the second rail 204. This may ensure that the automotive inspection robotic vehicle 100 does not protrude into the railway loading gauge 230 and/or railway structural gauge 232. Hence, the width, w, of the automotive inspection robotic vehicle 100 may be less than a distance between the first inner rail fastenings 208i(p = 1 to P) and the second inner rail fastenings 210i(p = 1 to P) and the height, h, of the automotive inspection robotic vehicle 100 may be equal to or less than a distance 212 (in direction 11) between the top edge 220 (also referred to as rail top edge 220) of the first rail 202 and/or second rail 204 and a top edge of the plurality of sleepers 206(p = 1 to P) (in the case the railway track 200 is configured in accordance with FIG. 2 A and FIG. 2B) or a top edge of the concrete slab 226 (in the case the railway track 200 is configured in accordance with FIG. 2C and FIG. 2D). Therefore, the operation of the automotive inspection robotic vehicle 100 may not restrict the operation of the railway track. Illustratively, the automotive inspection robotic vehicle 100 and the railway track may be operated in parallel. This allows to also inspect railway vehicles which are located on the railway track 200 above (in direction 11) the automotive inspection robotic vehicle 100 (e.g., railway vehicles moving on the railway track 200).

[0076] The onboard driving device 104 may include the one or more wheels. According to some aspects, the wheels may rest on the sleepers and/or ballast or concrete slab 226 (see, for example, FIG. 3B and FIG. 3C). According to other aspects, two or more wheels may rest on the first rail foot 202f of the first rail 202 and two or more other wheels may rest on the second rail foot 204f of the second rail 204 (see, for example, FIG. 3D and FIG. 3E).

[0077] According to various aspects, the onboard driving device 104 may include the one or more crawler tracks (see, for example, FIG. 3F to FIG. 31) which may have an elongated shape extending in a front rear direction (in direction 16) of the automotive inspection robotic vehicle 100. A length, in the front rear direction, of a contact patch of the one or more crawler tracks may be equal to or greater than 2.5 times (e.g., greater than 3 times, e.g., greater than 3.5 times) a distance between two consecutive sleepers of the plurality of sleepers 206(n=l to N). This may allow the automotive inspection robotic vehicle 100 to drive on at least two of the plurality of sleepers 206(p = 1 to P). Thereby, a substantially stable movement of the automotive inspection robotic vehicle 100 may be ensured. For example, a movement of the automotive inspection robotic vehicle 100 in direction 16 due to unevenness of the ballast 216 may be reduced, thereby ensuring that the automotive inspection robotic vehicle 100 does not protrude beyond the rail top edge 220.

[0078] As described herein, the automotive inspection robotic vehicle 100 may be capable to overcome obstacles which are attached to one of the rails of the railway track by means of the first passive deflection mechanisms. With reference to FIG. 3F, the automotive inspection robotic vehicle 100 may include three pairs, M=3, of first and second arms and the lock mechanisms may allow one first arm and one second arm to be deflected at the same time. The automotive inspection robotic vehicle 100 may move in direction 16 and may overcome an insulated rail joint 310(1) to as attached to the first rail 202 by elastically deflecting the first arms in a successive manner (i.e., one after another) and overcome an insulated rail joint 310(2) attached to the second rail 204 by elastically deflecting the second arms in a successive manner using the respective first passive deflection mechanism (as indicated in FIG. 3F for the first arm 110(1, 1) and the second arm 110(2, 1) of the first pair, m=l.

[0079] According to various aspects, the holding structure 110 may include the universal release mechanism which allows to switch the lock mechanism of all first and second arms 110(n = 1 to 2, m= 1 to M) to the released state to thereby allow each arm 110(n, m) to be deflected elastically. This may allow to place the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204 as well as may allow to remove the automotive inspection robotic vehicle 100 (e.g., for off-site maintenance or repair or hardware updates). The universal release mechanism may be associated with using a password, a key, a token, etc. electrical lock. As described above, each arm 110(n, m) may include the electrical lock mechanism 134(n, m) which may lock all first and second arms in the case of a power loss. In this case, the universal release mechanism may be associated with a mechanical key (e.g., the mechanical key described above) to allow to mechanically switch the lock mechanism of all first and second arms 110(n = 1 to 2, m= 1 to M) to the released state even in the case of the power loss.

[0080] As described, the automotive inspection robotic vehicle 100 may include the one or more onboard sensors 108 configured to detect parameter data representing a railway track parameter describing a condition of the railway track 200. The one or more onboard sensors 108 may include at least one camera sensor (e.g., exactly one camera sensor, two camera sensors, or more than two camera sensors). The at least one camera sensor may be configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, an image (also referred to as photo) of the railway track 200 (e.g., the rail or rails the automotive inspection robotic vehicle 100 is located adjacent to). For example, the at least one camera sensor may be configured to detect an image of the first rail 202 and/or the second rail 204. The one or more onboard sensors 108 may include a first camera sensor configured to detect an image of the first rail 202 and a second camera sensor configured to detect an image of the second rail 204. An image of the railway track (acquired by a visual detection of the railway track) may show at least one rail and may represent a shape and/or geometry of the rail, a shape and/or geometry of a rail fastening used for installing the rail on a sleeper 206 or concrete slab 226, a shape and/or geometry of the ballast 216 as a railway track parameter. An image of the railway track may show at least two rails (e.g., the first rail 202 and the second rail 204) and may in addition represent a shape, geometry, orientation, and/or location of the at least two rails and/or a geometry of the whole railway track. The one or more onboard sensors 108 may include at least one camera sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, an image of a surrounding of the railway track 200. An image of the surrounding of the railway track may show, for example, the railway loading gauge 230 and/or the railway structural gauge 232 of the railway track 200 as a railway track parameter. The one or more onboard sensors 108 may include at least one LIDAR sensor (e.g., exactly one LIDAR sensor, two LIDAR sensors, or more than two LIDAR sensors). The at least one LIDAR sensor may be configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a point cloud and/or a pre- processed image representing the railway track 200 and/or the surrounding of the railway track 200. The one or more onboard sensors 108 may include at least one radar sensor (e.g., exactly one radar sensor, two radar sensors, or more than two radar sensors). The at least one radar sensor may be configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a point cloud and/or a pre- processed image representing the railway track 200 and/or the surrounding of the railway track 200. The one or more onboard sensors 108 may include at least one ultrasonic sensor (e.g., exactly one ultrasonic sensor, two ultrasonic sensors, or more than two ultrasonic sensors). The at least one ultrasonic sensor may be configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a point cloud and/or a pre-processed image representing the railway track 200 and/or the surrounding of the railway track 200. The one or more onboard sensors 108 may include at least one position sensor. The at least one position sensor may be employed to measure a mechanical positon. A position sensor (e.g., the displacement sensors 130(n = 1 to 2, m = 1 to M)), as used herein, may be configured to detect an absolute position (e.g., a location) and/or a relative position (e.g., a displacement). The absolute position and/or relative position may relate to a linear travel, a rotational angle, and/or a three-dimensional space. A position sensor may be, for example, a capacitive displacement sensor, an eddy-current sensor, a hall effect sensor, an inductive sensor, a laser Doppler vibrometer, a linear variable differential transformer (LVDT), a photodiode array, a piezo-electric transducer, a position encoder (e.g., an absolute encoder or an incremental encoder, e.g., a linear encoder detecting a linear position and/or a rotary encoder detecting a rotary position), a potentiometer, a proximity sensor (e.g., an optical proximity sensor, such as an infrared sensor), a string potentiometer (also referred to as string pot and/or cable-extension transducer), and/or an ultrasonic sensor. It is understood that the one or more onboard sensors 108 may include one or more of the above position sensors and/or other position sensors capable to detect an absolute and/or relative position. The at least one positon sensor may be employed to detect surface properties (e.g., a roughness, surface cracks, deformation, a shape, etc.) of one or more components of the railway track 200 and/or one or more components of the railway vehicle 304. The one or more onboard sensors 108 may include at least one positioning sensor. A positioning sensor, as used herein, may be employed to determine a position of the automotive inspection robotic vehicle 100 (e.g., on earth). The positioning sensor may be part of a (e.g., global) navigation satellite system. For example, the positioning sensor may be a global positioning system, GPS, sensor. The one or more onboard sensors 108 may include at least one x-ray sensor. The at least one x-ray sensor may be configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, an x-ray image of the railway track 200 (e.g., of one or more of the rails of the railway track 200 and/or of one or more rail fastenings of the railway track 200). The one or more onboard sensors 108 may include at least one temperature sensor. The at least one temperature sensor may be configured detect an air temperature in a surrounding of the automotive inspection robotic vehicle 100 (e.g., in use, an air temperature in the surrounding of the railway track 200). The at least one temperature sensor may be configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a temperature of at least one rail and/or at least one rail fastening of the railway track 200.

[0081 ] The rails 202, 204 of the railway track 200 and the surrounding of the railway track 200 may be detected using different sensors or the same sensor. A camera sensor may be arranged such that an acquired image shows the rails as well as the surrounding of the railway track 200. According to another example, an orientation (e.g., angle) of a camera sensor may be adjustable to allow the camera sensor to acquire an image showing one or more of the rails of the railway track and to acquire another image showing the surrounding of the railway track. A similar approach may be used for one or more of the other sensors.

[0082] According to various aspects, the one or more onboard sensors 108 may be configured to provide (e.g., transmit) the detected parameter data to the onboard control device 106.

[0083] As indicated in FIG. 3B, a railway vehicle 304 (e.g., a train) may be located on the railway track 200 over (in direction 11) the automotive inspection robotic vehicle 100, in use. FIG. 31 shows the railway vehicle 304 passing over the automotive inspection robotic vehicle 100.

[0084] The one or more onboard sensors 108 may be configured to detect, in use, at least one railway vehicle parameter describing a condition of the railway vehicle 304. In an example, the railway vehicle 304 may be stopped on the railway track 200 over the automotive inspection robotic vehicle 100. In another example, the railway vehicle 304 may drive on the railway track 200 (e.g., on the rails of the railway track 200, e.g., with its wheels) passing the automotive inspection robotic vehicle 100. The automotive inspection robotic vehicle 100 may be configured to determine the railway vehicle parameter within the time period in which the railway vehicle 304 is located over or above the automotive inspection robotic vehicle 100. The one or more onboard sensors 108 may include at least one camera sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, an image of the railway vehicle 304 (e.g., an image of a downside of the railway vehicle 304). The one or more onboard sensors 108 may include at least one LIDAR sensor, at least one radar sensor, and/or at least one ultrasonic sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a point cloud and/or a pre- processed image representing the railway vehicle 304 (e.g., the downside of the railway vehicle 304). The one or more onboard sensors 108 may include at least one x-ray sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, an x-ray image of the railway vehicle 304. The one or more onboard sensors 108 may include at least one temperature sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a temperature of the railway vehicle 304. The detected parameter data describing a condition of the railway vehicle 304 may represent a condition of at least one wheel and/or bogie of the railway vehicle 304, a vehicle body of the railway vehicle 304, and/or one or more vehicle parts attached to the downside of the railway vehicle 304. An image of the railway vehicle 304 may represent a shape and/or geometry of the wheel, bogie, vehicle body, and/or vehicle parts. The one or more onboard sensors 108 may include at least one acceleration sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use and in the case that the railway vehicle 304 is located over the automotive inspection robotic vehicle 100, an acceleration of the railway vehicle 304. The one or more onboard sensors 108 may include at least one velocity sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use and in the case that the railway vehicle 304 is located over the automotive inspection robotic vehicle 100, a velocity of the railway vehicle 304.

[0085] The onboard control device 106 (see description with reference to FIG. 4) may be configured to determine whether the railway vehicle 304 is damaged or not. For example, the onboard control device 106 may be configured to determine, based on the detected parameter data, a deformation of the at least one wheel and/or bogie, the vehicle body, and/or the parts attached to the downside of the railway vehicle, an abrasion of the at least one wheel and/or bogie, the vehicle body, and/or the parts attached to the downside of the railway vehicle, a wear of the at least one wheel and/or bogie, the vehicle body, and/or the parts attached to the downside of the railway vehicle, cracks of the at least one wheel and/or bogie, the vehicle body, and/or the parts attached to the downside of the railway vehicle, and/or fractures of the at least one wheel and/or bogie, the vehicle body, and/or the parts attached to the downside of the railway vehicle. Also the onboard control device 106 may be configured to process the detected parameter data 408 to determine whether a railway vehicle parameter exceeds a predefined threshold value associated with a critical damage of the railway vehicle 304. [0086] The one or more onboard sensors 108 may be configured to detect parameter data representing at least one interaction parameter which describes an interaction between the railway track 200 and the railway vehicle 304. The interaction between the railway track 200 and the railway vehicle 304 may be an interaction of the railway track 200 with the railway vehicle 304, and vice versa. Information regarding the interaction between the railway track 200 and the railway vehicle 304 may allow to derive a variety of structural problems, such as displacements, deformations, etc., of the railway track and/or railway vehicle which may not be observed by inspecting only the railway track 200 or the railway vehicle 304. For example, a deformation of a rail induced by the railway vehicle 304 driving over the rail may provide additional information about the condition of the rail (such as a stiffness of the rails and/or the stiffness of the support of the rails) as compared to detecting a condition of the rail without an interaction with the railway vehicle 304. The interaction parameter may be determined (e.g., using the one or more processors 412) using one or more detected railway track parameters and/or one or more detected railway vehicle parameters. For example, the railway vehicle 304 may drive on the railway tack 200 passing the automotive inspection robotic vehicle 100 and the automotive inspection robotic vehicle 100 may be configured to detect a railway track parameter and/or a railway vehicle parameter within the time period in which the railway vehicle 304 is located over or above the automotive inspection robotic vehicle 100. The railway track parameter and/or railway vehicle parameter, which is/are detected within the time period in which the railway vehicle 304 is located over or above the automotive inspection robotic vehicle 100, may serve to determine or may be the interaction parameter. For example, the railway track parameter, which is detected within the time period in which the railway vehicle 304 is located over or above the automotive inspection robotic vehicle 100, may represent a deformation of a rail induced by the railway vehicle 304 driving over the rail and the deformation may be the interaction parameter or may be used to determine the interaction parameter. For example, the railway vehicle parameter, which is detected within the time period in which the railway vehicle 304 is located over or above the automotive inspection robotic vehicle 100, may represent a vibrational behavior of a wheel and/or bogie of the railway vehicle 304 induced by the railway vehicle 304 driving over the rail and the vibrational behavior may be the interaction parameter or may be used to determine the interaction parameter. The one or more onboard sensors 108 may include at least one microphone sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a sound resulting from the railway vehicle 304 driving on the railway track 200 passing the automotive inspection robotic vehicle 100. The sound may be a friction sound (also referred to as rail squeal) of the railway vehicle and railway track. The mechanism that causes the squealing may be the cause of wear and/or tear that is happening to the rails of the railway track 200 and/or wheels of the railway vehicle 304. In this example, the friction sound may be associated with both, the railway track 200 and the railway vehicle 304, and may be an interaction parameter independent of the railway track parameter and the railway vehicle parameter. Illustratively, the automotive inspection robotic vehicle 100 may be configured to detect (e.g., using the one or more onboard sensors 108) the interaction parameter (e.g., as a friction sound using a microphone) directly without determining the interaction parameter based on one or more railway track parameters and/or one or more railway vehicle parameters. The one or more onboard sensors 108 may include at least one infrared sensor configured to (e.g., arranged on and/or in the vehicle main body 102 to be capable to) detect, in use, a temperature change of the railway track 200 (e.g., the rails) and/or the railway vehicle 304 (e.g., one or more elements of the railway vehicle 304) resulting from the railway vehicle 304 driving on the railway track 200 over the automotive inspection robotic vehicle 100.

[0087] The automotive inspection robotic vehicle 100 may be configured to detect the parameter data using the one or more onboard sensors 108 while moving and/or when the automotive inspection robotic vehicle 100 is stopped. For example, in use, the automotive inspection robotic vehicle 100 may be mechanically interacted (e.g., engaged) with the first rail 202 and the second rail 204 while driving along and between the first rail 202 and the second rail 204 and may inspect the railway track 200 and/or the railway vehicle 304 meanwhile.

[0088] The one or more onboard sensors 108 may be configured to detect parameter data representing one or more railway track parameters and one or more railway vehicle parameters while the railway vehicle 304 passes (e.g., moves over) the automotive inspection robotic vehicle 100. The onboard control device 106 may be configured to determine at least one interaction parameter using the one or more railway track parameters and the one or more railway vehicle parameters. Illustratively, the railway vehicle 304 driving on the railway track 200 may induce changes (e.g., deformations, temperature changes, shifts, etc.) to the railway track 200 and/or the railway vehicle 304 and the changes may be derived from the one or more railway track parameters and/or the one or more railway vehicle parameters detected while the railway vehicle 304 drives on the railway track 200 over the automotive inspection robotic vehicle 100. The onboard control device 106 may be configured to determine a displacement, a deformation, a strain, a load-deformation behavior, a load transfer, and/or a vibrational behavior of the first rail 202 and/or second rail 204 as an interaction parameter resulting from the railway vehicle 304 moving over the first rail 202 and second rail 204. The onboard control device 106 may be configured to determine a displacement, a deformation, a strain, a load-deformation behavior, a load transfer, and/or a vibrational behavior of at least one sleeper 206(p) as an interaction parameter resulting from the railway vehicle 304 moving over the railway track 200. The onboard control device 106 may be configured to determine a displacement, a deformation, a strain, a loaddeformation behavior, a load transfer, and/or a vibrational behavior of at least one rail fastening as an interaction parameter resulting from the railway vehicle 304 moving over the railway track 200. The onboard control device 106 may be configured to determine a displacement, a deformation, a strain, a load-deformation behavior, a load transfer, and/or a vibrational behavior of the ballast 216 or the concrete slab 226 as an interaction parameter resulting from the railway vehicle 304 moving over the railway track 200. The onboard control device 106 may be configured to determine whether an interaction parameter exceeds a predefined threshold value associated with a critical damage of the railway track 200 and/or railway vehicle 304. [0089] The interaction parameter provides additional information about the railway track 200 and/or railway vehicle 304, thereby improving an accuracy of detecting damages of both.

[0090] With reference to FIG. 3F to FIG. 31, the vehicle main body 102 may be in the form of a plate-shaped platform. The one or more onboard sensors 108 may be located on (e.g., attached to) the plate-shaped platform. The automotive inspection robotic vehicle 100 may include a power source configured to provide energy to the onboard driving device 104, the onboard control device 106, and/or the sensors described herein (e.g., the one or more onboard sensors 108). The power source may include or may be a battery. With reference to FIG. 3G to FIG. 31, the automotive inspection robotic vehicle 100 may include one or more photovoltaic cells 190 for charging the battery. The one or more photovoltaic cells 190 may be located on the vehicle main body 102, such as the plate-shaped platform.

[0091] According to various aspects, the onboard control device 106 may employ the data provided by the one or more onboard sensors 108 to determine, whether a railway vehicle (e.g., the railway vehicle 304) is approaching. The onboard control device 106 may be configured to, in the case that the railway vehicle is approaching, prohibit the deflection (e.g., the first deflection, di , in the case of the first passive deflection mechanism or the deflection due to the retraction force in the case of the active deflection mechanism) of all first and second arms 110(n = 1 to 2, m= 1 to M) (e.g., to keep all arms in the locking state) until the railway vehicle passed over the automotive inspection robotic vehicle 100. This may increase the stability of the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204 against the suction effect of the passing railway vehicle. The onboard control device 106 may be configured to, in the case that the railway vehicle is approaching, increase the first biasing force, Fi , of the first spring mechanism 11 l(n, m) (in the case of the first passive deflection mechanism) and/or second biasing force, F2 , of the second spring mechanism 121(n, m) (in the case of the second passive deflection mechanism), or may increase the extension force (in the case of the active deflection mechanism) to thereby increase the stability of the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204 against the suction effect of the passing railway vehicle. According to various aspects, the free end 126(n, m) of each of the first and second arms 110(n = 1 to 2, m= 1 to M) may be provided with one or more magnets (e.g., ferromagnets and/or electromagnets) attached thereto. The onboard control device 106 may be configured to, in the case that the railway vehicle is approaching, engage the one or more magnets (e.g., by applying a voltage to the electromagnets) with the corresponding rail 202, 204 to thereby increase the stability of the automotive inspection robotic vehicle 100 between the first rail 202 and the second rail 204 against the suction effect of the passing railway vehicle.

[0092] FIG. 4 shows an exemplary onboard control device 106 of the automotive inspection robotic vehicle 100.

[0093] The onboard control device 106 may include at least one first communication interface 402. The at least one first communication interface 402 may be coupled to the onboard driving device 104. The onboard control device 106 may be configured to transmit driving control data 404 to the onboard driving device 104 to control the onboard driving device 104. The onboard control device 106 may be connected to each of the sensors described herein. The at least one first communication interface 402 may be coupled to the one or more onboard sensors 108. The onboard control device 106 may be configured to transmit sensor control data 406 to the one or more onboard sensors 108 to initiate the one or more onboard sensors 108 to detect the respective parameter data. The one or more onboard sensors 108 may be configured to transmit the respectively detected parameter data 408 to the onboard control device 106 via the at least one first communication interface 402. According to various aspects, the at least one first communication interface 402 may be a single interface coupled to the onboard driving device 104 and the one or more onboard sensors 108. For example, the onboard driving device 104, the one or more onboard sensors 108, and the onboard control device 106 may be coupled to each other via a communication bus. The at least one first communication interface 402 may include an interface coupled to the onboard driving device 104 and another interface coupled to the one or more onboard sensors 108. The at least one first communication interface 402 may include or may be a hardwired interface and/or a wireless interface.

[0094] The onboard control device 106 may be configured to process the detected parameter data 408 received via the at least one first communication interface 402. The onboard control device 106 may include one or more processors 412. The onboard control device 106 may be configured to process the detected parameter data 408 using the one or more processors 412. [0095] The terms “processor” or “controller” as, for example, used herein may be understood as any kind of technological entity that allows handling of data. The data may be handled according to one or more specific functions executed by the processor or controller. Further, a processor or controller as used herein may be understood as any kind of circuit, e.g., any kind of analog or digital circuit, and may also be referred to as a “processing element”, “processing elements”, “processing circuit,” “processing circuitry,” among others. A processor or a controller may thus be or include an analog circuit, digital circuit, mixed-signal circuit, logic circuit, processor, microprocessor, Central Processing Unit (CPU), Graphics Processing Unit (GPU), Digital Signal Processor (DSP), Field Programmable Gate Array (FPGA), integrated circuit, Application Specific Integrated Circuit (ASIC), Artificial Intelligence (Al) processor, Artificial Intelligence (Al) accelerator module, etc., or any combination thereof. Any other kind of implementation of the respective functions, which will be described below in further detail, may also be understood as a processor, controller, or logic circuit. It is understood that any two (or more) of the processors, controllers, or logic circuits detailed herein may be realized as a single entity with equivalent functionality, among others, and conversely that any single processor, controller, or logic circuit detailed herein may be realized as two (or more) separate entities with equivalent functionality, among others. The onboard control device 106 may include an onboard storage device 414 (e.g., including at least one memory). The one or more processors 412 may be configured to store the detected parameter data 408 in the onboard storage device 414. The one or more processors 412 may be configured to employ the onboard storage device 414 for processing the detected parameter data 408. As used herein, “memory” is understood as a computer-readable medium in which data or information can be stored for retrieval. References to “memory” included herein may thus be understood as referring to volatile or non-volatile memory, including random access memory (RAM), read-only memory (ROM), flash memory, solid-state storage, magnetic tape, hard disk drive, optical drive, among others, or any combination thereof. Registers, shift registers, processor registers, data buffers, among others, are also embraced herein by the term memory. References to a “memory” included herein may also be understood as a non-transitory memory. The term “software” refers to any type of executable instruction, including firmware.

[0096] As an example, the detected parameter data 408 may include an image of the railway track 200, a point-cloud representing the railway track 200, and/or a pre- processed image of the railway track 200 and the onboard control device 106 may be configured to determine whether the railway track 200 is damaged or not. The detected parameter data 408 may include an image, a point-cloud, and/or a pre-processed image of at least one rail of the railway track 200 and the onboard control device 106 (e.g., the one or more processors 412) may be configured to determine a deformation, an abrasion, a wear, cracks, and/or fractures of the at least one rail. The detected parameter data 408 may include an image, a point-cloud, and/or a pre-processed image of at least one rail fastening of the railway track 200 and the onboard control device 106 (e.g., the one or more processors 412) may be configured to determine a deformation, an abrasion, a wear, cracks, and/or fractures of the at least one rail fastening. The detected parameter data 408 may include an image, a point-cloud, and/or a pre-processed image of at least one sleeper 206(p) of the railway track 200 and the onboard control device 106 (e.g., the one or more processors 412) may be configured to determine a deformation, an abrasion, a wear, cracks, and/or fractures of the at least one sleeper 206(p). The detected parameter data 408 may include an image, a point-cloud, and/or a pre-processed image of the ballast 216 or the concrete slab 226 of the railway track 200 and the onboard control device 106 (e.g., the one or more processors 412) may be configured to determine a deformation, an abrasion, a wear, cracks, and/or fractures of the ballast 216 or concrete slab 226.

[0097] The onboard control device 106 may be configured to determine a distance between the first rail 202 and the second rail 204 (e.g., using the data provided by the displacement sensors 130(n = 1 to 2, m = 1 to M)), a variation in the distance between the first rail 202 and the second rail 204 on a predefined length (e.g., 1 meter) (e.g., using the continuously provided data of the displacement sensors 130(n = 1 to 2, m = 1 to M)) of the railway track 200 (also referred to as track gauge variation), a height of the first rail 202 and/or a height of the second rail 204, a difference between the height of the first rail 202 and the height of the second rail 204, a cant of the railway track (also referred to as superelevation), a horizontal alignment (in direction 13) of the first rail 202 and/or the second rail 204, a vertical alignment (in direction 11) of the first rail 202 and/or the second rail 204, a twist of the railway track 200, and/or geometrical imperfections of the horizontal alignment and/or vertical alignment. A wear of a rail of the railway track 200 may be represented by damages of the rail head of the rail. The damages of the rail head may be associated with any change of the shape of the rail head. [0098] The detected parameter data 408 may include an image, a point-cloud, and/or a pre-processed image of the surrounding of the railway track 200 and the onboard control device 106 may be configured to determine whether the railway track 200 is blocked. The onboard control device 106 may be configured to determine that the railway track 200 is blocked in the case that one or more objects (also referred to as obstacles) are present in the railway structural gauge 232 and/or the railway loading gauge 230. Illustratively, the onboard control device 106 may be configured to recognize objects protruding towards the railway track 200. The one or more processors 412 may be configured to implement an image classifier (e.g., stored in the onboard storage device 414). The image classifier may be configured to classify detected parameter data 408 which include information regarding the surrounding of the railway track 200 in order to determine a type of object (e.g., a vegetation, such as a tree, a stone, an animal, etc.) blocking the railway track 200. Illustratively, the automotive inspection robotic vehicle 100 may be configured to carry out a vegetation control of the surrounding of the railway track 200.

[0099] The at least one first communication interface 402 may be connected to each sensor described herein, such as the two sensors 188(n, m, 1), 188(n, m, 2), the at least one first interaction detection sensor and at least one second interaction detection sensor, the first sensors 132(n, m) associated with the first deflection mechanisms, etc. [00100] According to various aspects, the onboard control device 106 may be configured to control the steering of the automotive inspection robotic vehicle 100 by means of the onboard driving device using the data provided by the first sensors 132(n, m) associated with the first deflection mechanisms and the displacement sensors 130(n = 1 to 2, m = 1 to M)) associated with the second deflection mechanisms.

[00101] The onboard control device 106 may include at least one second communication interface 410. The at least one second communication interface 410 may be connectable to an external central control device 500. The at least one second communication interface 410 may include or may be a wireless interface to allow the onboard control device 106 to wirelessly couple to the external central control device 500. A wireless interface, as used herein, may be configured to operate according to a desired radio communication protocol or standard. By way of example, a wireless interface may be configured in accordance with a Short-Range mobile radio communication standard, such as Bluetooth, Zigbee, among others. As another example, a wireless interface may be configured to operate in accordance with a Medium or Wide Range mobile radio communication standard such as a 3G (e.g. Universal Mobile Telecommunications System - UMTS), a 4G (e.g. Long Term Evolution - LTE), a 5G mobile radio communication standard in accordance with corresponding 3GPP (3^rd Generation Partnership Project) standards, among others. As a further example, a wireless interface may be configured to operate in accordance with a Wireless Local Area Network communication protocol or standard, such as in accordance with IEEE 802.11 (e.g. 802.11, 802.11a, 802.11b, 802.11g, 802.1 In, 802. l ip, 802.11-12, 802.1 lac, 802.1 lad, 802.11ah, among others). The onboard control device 106 may be configured to transmit the detected parameter data 408 in a processed form (i.e., after processing) to the external central control device 500 via the at least one second communication interface 410. The onboard control device 106 may be configured to transmit the detected parameter data 408 in a non-processed form to the external central control device 500 via the at least one second communication interface 410. In this case, the external central control device 500 may be configured to carry out the processing or parts of the processing described above in addition to (e.g., to increase safety measures) or alternatively to the one or more processors 412. The one or more processors 412 may be configured to pre-process the detected parameter data 408 and to transmit the pre-process parameter data via the at least one second communication interface 410 to the external central control device 500 for further processing. As an example, the onboard control device 106 (e.g., the one or more processors 412) may be configured to process the detected parameter data 408 to determine whether a railway track parameter exceeds a predefined threshold value associated with a critical damage of the railway track 200 (e.g., damage which does not allow a further use of the railway track 200). The external central control device 500 may carry out a further processing of the detected parameter data 408 to determine nontime-critical damages of the railway track 200 (e.g., damages which allow for further use of the railway track 200).

[00102] The processing of the detected parameter data 408 (representing one or more railway track parameters, one or more railway vehicles parameters, and/or one or more interaction parameters) may provide information about a condition of the railway track 200 and/or the railway vehicle 304 and, therefore, may allow to derive strategies for maintenance, repair, and/or improvement of the railway infrastructure. The automotive inspection robotic vehicle 100 allows for a continuous monitoring of the railway infrastructure while, at the same time, keeping an operation of the railway infrastructure. Hence, there is no conflict between the operation of the railway infrastructure and their inspection.

[00103] The term “automotive” as used herein may describe that the inspection robotic vehicle 100 is configured to drive without any external actuation (e.g., outside of the automotive inspection robotic vehicle 100). Thus, the automotive inspection robotic vehicle 100 may be configured to drive along the railway track on its own (e.g., controlled via the external control device 500 and/or via the onboard control device 106). Hence, the automotive inspection robotic vehicle 100 may be a self-driving robotic vehicle. An external actuation may be, for example, a device or system which pushes or pulls (e.g., using a rope) the automotive inspection robotic vehicle 100 along the railway track. The term “automotive” as used herein may also describe that the inspection robotic vehicle 100 is configured to drive without any external guidance. An external guidance may be, for example, an additional rail provided adjacent a rail (e.g., adjacent to the railway track or between two rails of the railway track). Illustratively, the onboard driving device 104 may allow the automotive inspection robotic vehicle 100 to drive unguidedly (e.g., not guided, i.e., without an external guidance besides the features described herein) along the railway track. The onboard control device 106 may be configured to receive control data from the external central control device 500 via the at least one second communication interface 410 to allow for controlling the automotive inspection robotic vehicle 100 remotely. The onboard control device 106 may be configured to receive control commands from the external central control device 500 via the at least one second communication interface 410, such as drive control commands for controlling the onboard driving device 104 and/or measurement control commands for performing measurements and/or for collecting data via the one or more onboard sensors 108. For example, the onboard control device 106 may be configured to receive information regarding an incoming railway vehicle (e.g., an incoming train) from the external central control device 500 via the at least one second communication interface 410. The onboard control device 106 may be configured to, responsive to receiving the information regarding the incoming railway vehicle, transmit sensor control data 406 to at least one of the one or more onboard sensors 108 instructing the at least one sensor to detect at least one railway vehicle parameter and/or at least one railway track parameter.

[00104] The onboard control device 106 may be configured as an autonomous vehicle driving independently of external control data. In this case, the onboard storage device 414 may store a driving model and the onboard control device 106 may be configured to control the onboard driving device 104 to operate in accordance with the driving model. Optionally, the one or more processors 412 may be configured to implement a machine learning model (e.g., using reinforcement learning) stored in the onboard storage device 414 configured to modify (e.g., improve) the driving during use. Illustratively, the automotive inspection robotic vehicle 100 may be configured to drive along and between the first rail 202 and the second rail 204 autonomously while carrying out maintenance task of the railway track 200 without interrupting the railway track operation (e.g., the railway traffic).

[00105] The at least one second communication interface 410 may be connectable (e.g., wirelessly connectable) to an external storage device 600. The onboard control device 106 may include a single second communication interface 410 configured connectable to the external central control device 500 and the external storage device 600, or the at least one second communication interface 410 may include a processing interface connectable (e.g., wirelessly connectable) to the external central control device 500 and a storage interface connectable (e.g., wirelessly connectable) to the external storage device 600. For example, the processing interface and the storage interface may employ a different radio communication protocol or communication standard. The external storage device 600 may be a cloud server. This online storing of the information (detected parameter data, pre-processed data, and/or processed data) may reduce a time required to determine damages of the railway track 200 and/or railway vehicle.

[00106] Various aspects are described with reference to the automotive inspection robotic vehicle 100. The automotive inspection robotic vehicle 100 may, in use, always be mechanically interacted (e.g., engaged) with the first rail and the second rail ensuring a safe inspection of the railway track while operating the railway track at the same time. The electrical lock mechanisms of the first and second arms may ensure the safety (e.g., against theft) even in the case of a power loss of the automotive inspection robotic vehicle 100. The sensor data provided by the sensors (e.g., sensors 130 and sensors 132) associated with the first and/or second passive deflection mechanism may allow to determine a positon and orientation (e.g., rotation) of the automotive inspection robotic vehicle 100 and to adapt the steering of the automotive inspection robotic vehicle 100 using this information. The displacement sensors 130(n = 1 to 2, m = 1 to M) may further provide information regarding the track gauge, as described above.

[00107] FIG. 5 shows a flow diagram illustrating a method 500 for inspecting a railway track and/or a railway vehicle according to various aspects.

[00108] The method 500 may include bringing into mechanical interaction (e.g., engaging) each first arm of an automotive inspection robotic vehicle with a first rail of a railway track and each second arm of the automotive inspection robotic vehicle with a second rail of the railway track (in 502). The automotive inspection robotic vehicle may be the automotive inspection robotic vehicle 100. The railway tracks may be any kind of railway track the automotive inspection robotic vehicle is configured to inspect and the railway track may be characterized by a number of rails (at least including the first rail and the second rail), a height of the rails, a distance between the rails, a railway structural gauge and/or railway loading gauge associated with the railway track, a rail profile, etc., as described herein.

[00109] The method 500 may include driving the automotive inspection robotic vehicle (e.g., the onboard driving device 104 in the case of the automotive inspection robotic vehicle 100) to move along and between the first rail and the second rail while the first arms are mechanically interacted (e.g., engaged) with the first rail and the second arms are mechanically interacted (e.g., engaged) with the second rail (in 504).

[00110] The method 500 may optionally include, while the automotive inspection robotic vehicle moves along and between the first rail and the second rail, detecting, by one or more onboard sensors of the automotive inspection robotic vehicle (e.g., the one or more onboard sensors 108 of the automotive inspection robotic vehicle 100), at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track and/or railway vehicle, respectively, and/or describing a condition of a surrounding of the railway track.

[00111] The detecting or an additional detecting of at least one railway track parameter and/or railway vehicle parameter may be carried out while a railway vehicle passes (e.g., moves/drives over) the automotive inspection robotic vehicle. The method 500 may further include determining at least one interaction parameter using the at least one railway track parameter and at least one railway vehicle parameter. The at least one interaction parameter may describe an interaction between the railway vehicle and the railway track. [00112] The method 500 may optionally include bringing, by means of a mechanical key, all first and second arms of the automotive inspection robotic vehicle into a release state to thereby allow each of the arms to be deflected (e.g., elastically deflected by means of at least one passive deflection mechanism).

[00113] The method 500 may optionally include, while the automotive inspection robotic vehicle moves along the first rail and the second rail, the automotive inspection robotic vehicle overcoming an insulated rail joint attached to the first rail by elastically deflecting the first arms in a successive manner and/or overcoming an insulated rail joint attached to the second rail by elastically deflecting the second arms in a successive manner using a respective at least one deflection mechanism.

[00114] In the following, various examples are provided that may include one or more aspects described above with reference to the automotive inspection robotic vehicle 100, the inspection system 300, and/or the method 500. It may be intended that aspects described in relation to the automotive inspection robotic vehicle 100 may apply also to the inspection system 300 and/or the method 500, and vice versa.

[00115] Example 1 is an automotive inspection robotic vehicle for inspecting a railway track and/or a railway vehicle including: a vehicle main body, an onboard driving device to allow for driving the inspection robotic vehicle to thereby allow the inspection robotic vehicle to move in a front rear direction along and between a first rail and a second rail of a railway track, an onboard control device configured to control the onboard driving device, one or more onboard sensors configured to detect parameter data representing at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track and/or railway vehicle, respectively, and a holding structure including at least two pairs of first and second arms, wherein the first and second arms of each pair are arranged, with respect to the front rear direction, on both sides of the vehicle main body, respectively, and laterally extend away from the vehicle main body so as to allow, in use, each first arm to mechanically interact, optionally engage, with the first rail and each second arm to mechanically interact, optionally engage, with the second rail in such a manner that, when the inspection robotic vehicle drives along and between the first rail and the second rail, the inspection robotic vehicle is caught between the rails to thereby prevent the automotive inspection robotic vehicle from escaping from the railway track in an upper direction, wherein each first arm and each second arm includes at least one passive deflection mechanism, provided with a corresponding spring mechanism, allowing at least a portion of the respective first and second arm to be elastically deflected from an extended condition into a deflected condition against a biasing force of the corresponding spring mechanism.

[00116] In Example 2, the subject-matter of Example 1 can optionally include that a first pair of the at least two pairs of first and second arms is arranged at a front end portion of the vehicle main body and a second pair of the at least two pairs of first and second arms is arranged at a rear end portion of the vehicle main body, wherein, optionally, the holding structure includes a third pair of first and second arms which are arranged, with respect to the front rear direction, on both sides of the vehicle main body, respectively, and laterally extend away from the main body so as to allow, in use, the first arm to interact with the first rail and the second arm to mechanically interact, optionally engage, with the second rail in a same manner as the first and second arms of the first and second pairs, wherein, along the front rear direction, the third pair is arranged between the first pair and the second pair.

[00117] In Example 3, the subject-matter of Example 1 or 2 can optionally include that the at least one passive deflection mechanism of each first arm and each second arm includes a first passive deflection mechanism, provided with a corresponding first spring mechanism, by means of which the corresponding arm is pivotably attached to the vehicle main body in a manner so as to be pivotably and elastically deflectable in front and rear direction from an extended condition into a deflected condition against a biasing force of the corresponding first spring mechanism.

[00118] In Example 4, the subject-matter of Example 3 can optionally include that each first arm and each second arm includes a rigid and elongated base arm portion which, by means of the corresponding first passive deflection mechanism, is pivotably attached to the vehicle main body in a manner so as to be pivotably and elastically deflectable in front and rear direction from an extended condition into a deflected condition against the biasing force of the corresponding first spring mechanism.

[00119] In Example 5, the subject-matter of Example 4 can optionally include that the respective first passive deflection mechanism includes a pivot pin attached to the vehicle main body at a corresponding lateral side thereof and defining a pivot axis, optionally a pivot axis which extends cross to the front rear direction and to a lateral direction, around which the corresponding first and second arm can pivot.

[00120] In Example 6, the subject-matter of Example 5 can optionally include that the respective first passive deflection mechanism includes: a pusher element, optionally a push plate, which is attached to the vehicle main body in a manner so as to be reciprocally moveable in a lateral direction, and which includes first and second legs, which are in engagement with corresponding first and second abutments, respectively, provided on the corresponding base arm portion, and which define a gap between them, through which the corresponding pivot pin extends with its pivot axis crossing the gap, wherein, by means of the first spring mechanism, the pusher element is permanently biased with its first and second legs against the corresponding first and second abutments, whereby the corresponding base arm portion is biased towards its extended condition by the biasing force of the first spring mechanism.

[00121] In Example 7, the subject-matter of any one of Examples 3 to 6 can optionally include that the respective passive deflection mechanism, optionally the respective first passive deflection mechanism, includes a lock mechanism which can assume a locking state, in which it locks the corresponding arm, optionally the corresponding base arm portion, in the extended condition thereof, and which can assume a release state, in which it releases the corresponding arm, optionally the corresponding base arm portion, to thereby allow the corresponding arm, optionally the corresponding base arm portion, to be elastically deflected into its deflected condition. [00122] In Example 8, the subject-matter of Example 7 can optionally include that the respective lock mechanism is an electrical locking mechanism, connected with the onboard control device, which includes an electrical switch mechanism for switching the lock mechanism between its locking and released states, wherein the respective passive deflection mechanism further includes a sensor, connected to the onboard control device, detecting as to whether the corresponding arm, optionally the corresponding base arm portion, is deflected, and wherein, according to an alternative I, the onboard control device is configured to control the switch mechanisms such that, if one first arm, optionally the base arm portion thereof, is deflected, then the other first arm/s, optionally the base arm portion thereof, is/are locked in its/their extended condition, and if one second arm, optionally the base portion thereof, is deflected, then the other second arm/s, optionally the base arm portion thereof, is/are locked in its/their extended condition, or wherein, according to an alternative II, the onboard control device is configured to control the switch mechanisms such that, if one of the first and second arms, optionally the base arm portion thereof, is deflected, then all other first and second arms, optionally the base arm portion thereof, are locked in their extended condition. In Example 9, the subject-matter of Example 8, provided that in combination with Example 6, can optionally include that the respective lock mechanism is provided so as to interact, optionally to mechanically interact, with the pusher element in manner so as to lock the pusher element in the locking condition to thereby prevent the pusher element from laterally moving, and to release the pusher element in the release condition to thereby allow the pusher element to laterally move.

[00123] In Example 10, the subject-matter of any one of Examples 3 to 9 can optionally include that, seen in front rear direction, two consecutive first arms of the at least two pairs of first and second arms are attached to the vehicle main body at a distance greater than a length of the first arms, wherein, optionally, each first arm is pivotably and elastically deflectable by 80-90°, optionally by substantially 90°, in both, front and rear direction (e.g., to allow each first arm to fold (e.g., to swing in) completely), and/or wherein, seen in front rear direction, two consecutive second arms of the at least two pairs of first and second arms are attached to the vehicle main body at a distance greater than a length of the second arms, wherein, optionally, each second arm is pivotably and elastically deflectable by 80-90°, optionally by substantially 90°, in both, front and rear direction.

[00124] In Example 11, the subject-matter of any one of Examples 3 to 10, provided that in combination with Example 4, can optionally include that each first arm and each second arm includes a free end portion attached to the base arm portion, wherein the at least one passive deflection mechanism of each first arm and each second arm includes a second passive deflection mechanism, including a second spring mechanism, by means of which the free end portion of the respective arm is attached to the corresponding base arm portion in a manner so as to be elastically deflectable relative to the base arm portion from an extended condition into a deflected condition against a biasing force of the corresponding second spring mechanism.

[00125] In Example 12, the subject-matter of Example 11 can optionally include that the respective first and second spring mechanisms have corresponding spring constants, wherein the spring constants of the first spring mechanisms are greater, optionally at least 1.5 or 2 times greater, than the spring constants of the second spring mechanisms, whereby the respective free end portion will correspondingly deflect more strongly than the corresponding base arm portion.

[00126] In Example 13, the subject-matter of Example 11 or 12 can optionally include that the free end portion and the base arm portion of each arm are arranged in a telescope configuration, wherein the respective second spring mechanism is provided to interact between the free end portion and the base arm portion so as to bias the free end portion along a translational direction, defined by the telescope configuration, into the extended condition thereof against the base arm portion.

[00127] In Example 14, the subject-matter of any one of Examples 1 to 13 can optionally include that each first arm and each second arm, optionally the free end portion thereof, includes a free end provided with a contact wheel or a contact ball or a slide contact portion for contacting the corresponding first and second rail, respectively, to thereby, in use, reduce friction and, hence, wear of the free end, wherein, optionally, the slide contact portion is made of a plastic material, optionally a polymer material.

[00128] Example 15 is an automotive inspection robotic vehicle for inspecting a railway track and/or a railway vehicle including: a vehicle main body, an onboard driving device to allow for driving the inspection robotic vehicle to thereby allow the inspection robotic vehicle to move in a front rear direction along and between a first rail and a second rail of a railway track, an onboard control device configured to control the onboard driving device, one or more onboard sensors configured to detect parameter data representing at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track and/or railway vehicle, respectively, and a holding structure including at least two pairs of first and second arms, wherein the first and second arms of each pair are arranged, with respect to the front rear direction, on both sides of the vehicle main body, respectively, and laterally extend away from the main body so as to allow, in use, each first arm to interact with the first rail and each second arm to interact with the second rail in such manner that, when the inspection robotic vehicle drives along and between the first rail and the second rail, the inspection robotic vehicle is caught between the rails to thereby prevent the automotive inspection robotic vehicle from escaping from the railway track in an upper direction, wherein each first arm and each second arm includes at least one active deflection mechanism, optionally provided with a corresponding pneumatic or hydraulic mechanism, allowing at least a portion of the respective first and second arm to be actively deflected from an extended condition into a deflected condition by a retraction force, optionally provided by the pneumatic or hydraulic mechanism, and to be actively extended from the deflected condition into the extended condition by an extension force, optionally provided by the pneumatic or hydraulic mechanism, wherein the active deflection mechanism, optionally the pneumatic or hydraulic mechanism thereof, is connected to and controlled by the onboard control device.

[00129] In Example 16, the subject-matter of Example 15 can optionally include that each first arm and each second arm include a free end portion which is provided as a contact portion for contacting the corresponding first and second rail, respectively, and wherein each active deflection mechanism is provided with a sensor connected to the onboard control device and configured to detect, seen in front rear direction, an obstacle at least immediately in front and behind the corresponding free end portion, wherein the onboard control device is configured such that if the respective sensor detects an obstacle, then the onboard control device controls the corresponding active deflection mechanism, optionally the pneumatic or hydraulic mechanism thereof, to apply the retraction force, and such that if the respective sensor does not detect an obstacle, then the onboard control device controls the active deflection mechanism, optionally the corresponding pneumatic or hydraulic mechanism thereof, to apply the extension force. [00130] In Example 17, the subject-matter of Example 15 or 16 can optionally include that each first arm and each second arm, optionally the free end portion thereof, include a free end provided with a contact wheel or a contact ball or a slide contact portion for contacting the corresponding first and second rail, respectively, to thereby, in use, reduce friction and, hence, wear of the free end, wherein, optionally, the slide contact portion is made of a plastic material, optionally a polymer material.

[00131] In Example 18, the automotive inspection robotic vehicle of any one of Examples 1 to 17 can optionally further include at least one first interaction detection sensor, optionally provided as a camera, connected to the onboard control device, on the lateral side, on which the first arms are attached, and at least one second interaction detection sensor, connected to the onboard control device, on the lateral side, on which the second arms are attached, wherein the onboard control device is configured to control the onboard driving device to stop driving in the case the first or the second interaction detection sensor detects that one of the first arms or one of the second arms, respectively, is out of mechanical interaction, optionally out of engagement, with the first and second rails, respectively.

[00132] In Example 19, the subject-matter of any one of Examples 1 to 18 can optionally include that each first arm and each second arm, optionally the base arm portion and/or the free end portion thereof, is at least partly provided with an electrically insulating material to thereby prevent an electrical current from flowing between the first and second rails through the automotive inspection robotic vehicle.

[00133] In Example 20, the subject-matter of any one of Examples 1 to 19 can optionally include that the vehicle main body is provided, optionally equipped, with one or more tools which allow, in use, to interact with, optionally to carry out maintenance works at, the railway track and/or wherein the automotive inspection robotic vehicle further comprises one or more onboard robotic arms respectively provided, optionally equipped, with one or more tools which allow, in use, to interact with, optionally to carry out maintenance works at, the railway track; wherein, optionally, each of the one or more tools includes a tool from the following list of tools: a grappler, a screwdriver, a torque wrench, a plier, a saw, a mower, a trimmer, a scissor, a cutter, a hammer a drilling machine, a laser, a brush, a spray dispenser, welding equipment, a grinding machine, a vacuum cleaner, and/or an air blower.

[00134] Example 21 is an inspection system for inspecting a railway track and/or a railway vehicle including: an automotive inspection robotic vehicle for inspecting the railway track and/or the railway vehicle according to any one of Examples 1 to 20, and a railway track including a first rail and a second rail, on which a railway vehicle can drive, and, optionally, the railway vehicle.

[00135] In Example 22, the subject-matter of Example 21 can optionally include that the inspection robotic vehicle is sized and configured such that the inspection robotic vehicle, in use, can drive along and between the first rail and the second rail while mechanically interacting, optionally being engaged, with the first and second rails without protruding into a corresponding railway loading gauge of the railway track, and/or wherein the inspection robotic vehicle is sized and configured such that the inspection robotic vehicle, in use, can drive along and between the first rail and the second rail while mechanically interacting, optionally being engaged, with the first rail and the second rail without protruding into a corresponding railway structural gauge of the railway track.

[00136] In Example 23, the subject-matter of Example 21 or 22 can optionally include that, in the case that the first arms mechanically interact, optionally are engaged, with the first rail and the second arms mechanically interact, optionally are engaged, with the second rail, a span width of the first arm and the second arm of each pair of first and second arms in a direction cross to the front rear direction is less than a distance between a first rail web of the first rail and a second rail web of the second rail and greater than a distance between a first rail head of the first rail and a second rail head of the second rail, whereby, when the inspection robotic vehicle is placed between the first rail and the second rail, the first arms can mechanically interact, optionally engage, with the first rail head and the second arms can mechanically interact, optionally engage, with the second rail head from below, to thereby prevent the inspection robotic vehicle to escape upwardly.

[00137] In Example 24, the subject-matter of Example 21 or 22 can optionally include that, in the case that the first arms are in mechanical interaction, optionally engaged, with the first rail and the second arms are in mechanical interaction, optionally engaged, with the second rail, the first arms are in permanent physical contact with the first rail and the second arms are in permanent physical contact with the second rail. In Example 25, the subject-matter of any one of Examples 21 to 24, provided that in combination with Example 11, can optionally include that a range of the deflection, which is optionally a translational deflection, of the respective free end portion relative to the corresponding base arm portion of each first arm and each second arm is sized and/or limited such that a span width of the first arm and the second arm of each pair of first and second arms in a direction cross to the front rear direction is always greater than a distance between a first rail head of the first rail and a second rail head of the second rail.

[00138] In Example 26, the subj ect-matter of any one of Examples 21 to 25, provided that in combination with Example 11, can optionally include that the respective second passive deflection mechanism of the automotive inspection robotic vehicle includes a displacement sensor, connected with the onboard control device, which detects the deflection, which is optionally a translational deflection, of the respective free end portion relative to the corresponding base arm portion, wherein the onboard control device is configured to: determine a position of the inspection robotic vehicle between the first rail and the second rail using the deflections detected by the displacement sensors, and/or determine a distance between the first rail and the second rail using the deflections detected by the displacement sensors, and/or determine a rotation of the inspection robotic vehicle relative to the first rail and/or second rail using the deflections detected by the displacement sensors.

[00139] In Example 27, the subject-matter of Example 26 can optionally include that the onboard control device is configured to control the driving action of the onboard driving device using the determined position of the inspection robotic vehicle, the determined distance between the first rail and the second rail, and/or the determined rotation of the inspection robotic vehicle.

[00140] In Example 28, the subject-matter of any one of Examples 21 to 27, provided that in combination with Example 15, can optionally include that the automotive inspection robotic vehicle includes at least one first rail detection sensor, connected to the onboard control device, on the lateral side, on which the first arms are attached, and at least one second rail detection sensor, connected to the onboard control device, on the lateral side, on which the second arms are attached, wherein the onboard control device is configured to control the respective active deflection mechanism so as to provide the extension force to thereby bring the corresponding first and second arms into their extended configuration and thereby into engagement with the first and second rails, respectively, in the case that the first rail detection sensor detects the presence of the first rail and the second rail detection sensor detects the presence of the second rail. [00141] Example 29 is a method for inspecting a railway track and/or a railway vehicle, the method including: bringing into mechanical interaction, optionally engaging, each first arm and each second arm of an automotive inspection robotic vehicle according to any one of Examples 1 to 20, or an automotive inspection robotic vehicle of an inspection system according to any one of Examples 21 to 28 with a first rail and a second rail of the railway track, respectively, driving the automotive inspection robotic vehicle to move along and between the first rail and the second rail while the first and second arms being mechanically interacted, optionally being engaged, with the first rail and the second rail, respectively.

[00142] In Example 30, the method of Example 29 can optionally further include: while the automotive inspection robotic vehicle moves along and between the first rail and the second rail, detecting, by the one or more onboard sensors of the inspection robotic vehicle, at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track and/or railway vehicle, respectively, and/or describing a condition of the surrounding of the railway track.

Claims

Claims What is claimed is:

1. An automotive inspection robotic vehicle (100) for inspecting a railway track and/or a railway vehicle, comprising:

• a vehicle main body (102);

• an onboard driving device (104) to allow for driving the inspection robotic vehicle (100) to thereby allow the inspection robotic vehicle (100) to move in a front rear direction along and between a first rail and a second rail of a railway track;

• an onboard control device (106) configured to control the onboard driving device (104);

• one or more onboard sensors (108) configured to detect parameter data representing at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track and/or railway vehicle, respectively; and

• a holding structure (110) comprising at least two pairs of first and second arms, wherein the first and second arms (110(1, m), 110(2, m) of each pair (m) are arranged, with respect to the front rear direction, on both sides of the vehicle main body (102), respectively, and laterally extend away from the vehicle main body (102) so as to allow, in use, each first arm (110(1, m)) to mechanically interact, optionally engage, with the first rail and each second arm (110(2, m)) to mechanically interact, optionally engage, with the second rail in such a manner that, when the inspection robotic vehicle (100) drives along and between the first rail and the second rail, the inspection robotic vehicle (100) is caught between the rails to thereby prevent the automotive inspection robotic vehicle (100) from escaping from the railway track in an upper direction, wherein each first arm (110(1, m)) and each second arm (110(2, m)) comprises at least one passive deflection mechanism, provided with a corresponding spring mechanism, allowing at least a portion of the respective first and second arm to be elastically deflected

59 from an extended condition into a deflected condition against a biasing force of the corresponding spring mechanism.

2. The automotive inspection robotic vehicle (100) according to claim 1, wherein a first pair of the at least two pairs of first and second arms is arranged at a front end portion of the vehicle main body (102) and a second pair of the at least two pairs of first and second arms is arranged at a rear end portion of the vehicle main body (102); wherein, optionally, the holding structure (110) comprises a third pair of first and second arms which are arranged, with respect to the front rear direction, on both sides of the vehicle main body (102), respectively, and laterally extend away from the main body so as to allow, in use, the first arm to interact with the first rail and the second arm to mechanically interact, optionally engage, with the second rail in a same manner as the first and second arms of the first and second pairs, wherein, along the front rear direction, the third pair is arranged between the first pair and the second pair.

3. The automotive inspection robotic vehicle (100) according to claim 1 or 2, wherein the at least one passive deflection mechanism of each first arm

(110(1, m)) and each second arm (110(2, m)) comprises a first passive deflection mechanism, provided with a corresponding first spring mechanism (l l l(n, m), by means of which the corresponding arm (110(n, m)) is pivotably attached to the vehicle main body (102) in a manner so as to be pivotably and elastically deflectable in front and rear direction from an extended condition into a deflected condition against a biasing force of the corresponding first spring mechanism (11 l(n, m).

4. The automotive inspection robotic vehicle (100) according to claim 3, wherein each first arm (110(1, m)) and each second arm (110(2, m)) comprises a rigid and elongated base arm portion (112(n, m)) which, by means of the corresponding first passive deflection mechanism, is pivotably attached to the vehicle main body (102) in a manner so as to be pivotably and elastically deflectable in front and rear direction from an extended condition into a deflected condition against the biasing force of the corresponding first spring mechanism (11 l(n, m).

5. The automotive inspection robotic vehicle (100) according to claim 4,

60 wherein the respective first passive deflection mechanism comprises a pivot pin (114(n, m)) attached to the vehicle main body (102) at a corresponding lateral side thereof and defining a pivot axis, optionally a pivot axis which extends cross to the front rear direction and to a lateral direction, around which the corresponding first and second arm can pivot.

6. The automotive inspection robotic vehicle (100) according to claim 5, wherein the respective first passive deflection mechanism comprises: a pusher element (116(n, m)), optionally a push plate, which is attached to the vehicle main body (102) in a manner so as to be reciprocally moveable in a lateral direction, and which comprises first and second legs (116(n, m, 1), 116(n, m, 2)), which are in engagement with corresponding first and second abutments (120(n, m, 1), 120(n, m, 2)), respectively, provided on the corresponding base arm portion (112(n, m)), and which define a gap between them, through which the corresponding pivot pin (114(n, m)) extends with its pivot axis crossing the gap, wherein, by means of the first spring mechanism (l l l(n, m), the pusher element (116(n, m)) is permanently biased with its first and second legs (116(n, m, 1), 116(n, m, 2)) against the corresponding first and second abutments (120(n, m, 1), 120(n, m, 2)), whereby the corresponding base arm portion (112(n, m)) is biased towards its extended condition by the biasing force of the first spring mechanism (11 l(n, m).

7. The automotive inspection robotic vehicle (100) according to any one of claims

3 to 6, wherein the respective passive deflection mechanism, optionally the respective first passive deflection mechanism, comprises a lock mechanism which can assume a locking state, in which it locks the corresponding arm (110(n, m)), optionally the corresponding base arm portion (112(n, m)), in the extended condition thereof, and which can assume a release state, in which it releases the corresponding arm (110(n, m)), optionally the corresponding base arm portion (112(n, m)), to thereby allow the corresponding arm (110(n, m)), optionally the corresponding base arm portion (112(n, m)), to be elastically deflected into its deflected condition.

8. The automotive inspection robotic vehicle (100) according to claim 7,

61 wherein the respective lock mechanism is an electrical locking mechanism (134(n, m)), connected with the onboard control device (106), which comprises an electrical switch mechanism for switching the lock mechanism between its locking and released states; wherein the respective passive deflection mechanism further comprises a sensor (132(n, m)), connected to the onboard control device (106), detecting as to whether the corresponding arm (110(n, m)), optionally the corresponding base arm portion (112(n, m)), is deflected; and wherein, according to an alternative I, the onboard control device (106) is configured to control the switch mechanisms such that, if one first arm (110(1, m*)), optionally the base arm portion (112(1, m*)) thereof, is deflected, then the other first arm/s (110(1, m = 1 to M\m*)), optionally the base arm portion (112(1, m = 1 to M\m*)) thereof, is/are locked in its/their extended condition, and if one second arm (110(l, m*)), optionally the base portion (112(1, m*)) thereof, is deflected, then the other second arm/s (110(2, m = 1 to M\m*)), optionally the base arm portion (112(2, m = 1 to M\m*)) thereof, is/are locked in its/their extended condition, or wherein, according to an alternative II, the onboard control device (106) is configured to control the switch mechanisms such that, if one of the first and second arms (112(n*, m*)), optionally the base arm portion (112(n*, m*)) thereof, is deflected, then all other first and second arms (110(n = 1 to 2\n*, m = 1 to M\m*)), optionally the base arm portion (112(n = 1 to 2\n*, m = 1 to M\m*)) thereof, are locked in their extended condition.

9. The automotive inspection robotic vehicle (100) according to claim 8 provided that in combination with claim 6, wherein the respective lock mechanism is provided so as to interact, optionally to mechanically interact, with the pusher element (116(n, m)) in manner so as to lock the pusher element (116(n, m)) in the locking condition to thereby prevent the pusher element (116(n, m)) from laterally moving, and to release the pusher element (116(n, m)) in the release condition to thereby allow the pusher element (116(n, m)) to laterally move.

62

10. The automotive inspection robotic vehicle (100) according to any one of claims 3 to 9, wherein, seen in front rear direction, two consecutive first arms of the at least two pairs of first and second arms are attached to the vehicle main body (102) at a distance greater than a length of the first arms, wherein, optionally, each first arm (110(1, m)) is pivotably and elastically deflectable by 80-90°, optionally by substantially 90°, in both, front and rear direction (e.g., to allow each first arm to fold (e.g., to swing in) completely), and/or wherein, seen in front rear direction, two consecutive second arms of the at least two pairs of first and second arms are attached to the vehicle main body (102) at a distance greater than a length of the second arms, wherein, optionally, each second arm (110(2, m)) is pivotably and elastically deflectable by 80-90°, optionally by substantially 90°, in both, front and rear direction.

11. The automotive inspection robotic vehicle (100) according to any one of claims 3 to 10 provided that in combination with claim 4, wherein each first arm (110(1, m)) and each second arm (110(2, m)) comprises a free end portion (122(n, m)) attached to the base arm portion (112(n, m)); wherein the at least one passive deflection mechanism of each first arm (110(1, m)) and each second arm (110(2, m)) comprises a second passive deflection mechanism, comprising a second spring mechanism (121(n, m)), by means of which the free end portion (122(n, m)) of the respective arm (110(n, m)) is attached to the corresponding base arm portion (112(n, m)) in a manner so as to be elastically deflectable relative to the base arm portion (112(n, m)) from an extended condition into a deflected condition against a biasing force of the corresponding second spring mechanism (121(n, m)).

12. The automotive inspection robotic vehicle (100) according to claim 11, wherein the respective first and second spring mechanisms (l l l(n, m), 121(n, m)) have corresponding spring constants, wherein the spring constants of the first spring mechanisms (l l l(n, m = 1 to M)) are greater, optionally at least 1.5 or 2 times greater, than the spring constants of the second spring mechanisms (121(n, m = 1 to M)), whereby the respective free end portion (122(n, m)) will

63 correspondingly deflect more strongly than the corresponding base arm portion (112(n, m)).

13. The automotive inspection robotic vehicle (100) according to claim 11 or 12, wherein the free end portion (122(n, m)) and the base arm portion (112(n, m)) of each arm (110(n, m)) are arranged in a telescope configuration, wherein the respective second spring mechanism (121(n, m) is provided to interact between the free end portion (122(n, m)) and the base arm portion (112(n, m)) so as to bias the free end portion (122(n, m)) along a translational direction, defined by the telescope configuration, into the extended condition thereof against the base arm portion (112(n, m)).

14. The automotive inspection robotic vehicle (100) according to any one of claims 1 to 13, wherein each first arm (110(1, m)) and each second arm (110(2, m)), optionally the free end portion (122(n, m)) thereof, comprises a free end (126(n, m)) provided with a contact wheel or a contact ball or a slide contact portion for contacting the corresponding first and second rail, respectively, to thereby, in use, reduce friction and, hence, wear of the free end (126(n, m)); wherein, optionally, the slide contact portion is made of a plastic material, optionally a polymer material.

15. An automotive inspection robotic vehicle (100) for inspecting a railway track and/or a railway vehicle, comprising: a vehicle main body (102); an onboard driving device (104) to allow for driving the inspection robotic vehicle (100) to thereby allow the inspection robotic vehicle (100) to move in a front rear direction along and between a first rail and a second rail of a railway track; an onboard control device (106) configured to control the onboard driving device (104); one or more onboard sensors (108) configured to detect parameter data representing at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track and/or railway vehicle, respectively; and a holding structure (110) comprising at least two pairs of first and second arms, wherein the first and second arms of each pair are arranged, with respect to the front rear direction, on both sides of the vehicle main body (102), respectively, and laterally extend away from the main body so as to allow, in use, each first arm to interact with the first rail and each second arm to interact with the second rail in such manner that, when the inspection robotic vehicle (100) drives along and between the first rail and the second rail, the inspection robotic vehicle (100) is caught between the rails to thereby prevent the automotive inspection robotic vehicle (100) from escaping from the railway track in an upper direction, wherein each first arm (110(1, m)) and each second arm (110(2, m)) comprises at least one active deflection mechanism, optionally provided with a corresponding pneumatic or hydraulic mechanism, allowing at least a portion of the respective first and second arm to be actively deflected from an extended condition into a deflected condition by a retraction force, optionally provided by the pneumatic or hydraulic mechanism, and to be actively extended from the deflected condition into the extended condition by an extension force, optionally provided by the pneumatic or hydraulic mechanism, wherein the active deflection mechanism, optionally the pneumatic or hydraulic mechanism thereof, is connected to and controlled by the onboard control device (106).

16. The automotive inspection robotic vehicle (100) according to claim 15, wherein each first arm (110(1, m)) and each second arm (110(2, m)) comprise a free end portion which is provided as a contact portion for contacting the corresponding first and second rail, respectively, and wherein each active deflection mechanism is provided with a sensor (188(n, m)) connected to the onboard control device (106) and configured to detect, seen in front rear direction, an obstacle at least immediately in front and behind the corresponding free end portion, wherein the onboard control device (106) is configured such that if the respective sensor (188(n, m)) detects an obstacle, then the onboard control device (106) controls the corresponding active deflection mechanism, optionally the pneumatic or hydraulic mechanism thereof, to apply the retraction force, and such that if the respective sensor (188(n, m)) does not detect an obstacle, then the onboard control device (106) controls the active deflection mechanism, optionally the corresponding pneumatic or hydraulic mechanism thereof, to apply the extension force.

17. The automotive inspection robotic vehicle (100) according to claim 15 or 16, wherein each first arm (110(1, m)) and each second arm (110(2, m)), optionally the free end portion thereof, comprise a free end (126(n, m)) provided with a contact wheel or a contact ball or a slide contact portion for contacting the corresponding first and second rail, respectively, to thereby, in use, reduce friction and, hence, wear of the free end, wherein, optionally, the slide contact portion is made of a plastic material, optionally a polymer material.

18. The automotive inspection robotic vehicle (100) according to any one of claims 1 to 17, further comprising at least one first interaction detection sensor, optionally provided as a camera, connected to the onboard control device (106), on the lateral side, on which the first arms are attached, and at least one second interaction detection sensor, connected to the onboard control device (106), on the lateral side, on which the second arms are attached, wherein the onboard control device (106) is configured to control the onboard driving device (104) to stop driving in the case the first or the second interaction detection sensor detects that one of the first arms (110(1, m*)) or one of the second arms (110(2, m*)), respectively, is out of mechanical interaction, optionally out of engagement, with the first and second rails, respectively.

19. The automotive inspection robotic vehicle (100) according to any one of claims 1 to 18, wherein each first arm (110(1, m)) and each second arm (110(2, m)), optionally the base arm portion (112(n, m)) and/or the free end portion (122(n, m)) thereof, is at least partly provided with an electrically insulating material to thereby prevent an electrical current from flowing between the first and second rails through the automotive inspection robotic vehicle (100).

20. The automotive inspection robotic vehicle (100) according to any one of claims 1 to 19, wherein the vehicle main body (102) is provided, optionally equipped, with one or more tools which allow, in use, to interact with, optionally to carry out maintenance works at, the railway track and/or wherein the automotive inspection robotic vehicle

66 (100) further comprises one or more onboard robotic arms respectively provided, optionally equipped, with one or more tools which allow, in use, to interact with, optionally to carry out maintenance works at, the railway track; wherein, optionally, each of the one or more tools comprises a tool from the following list of tools: a grappler, a screwdriver, a torque wrench, a plier, a saw, a mower, a trimmer, a scissor, a cutter, a hammer a drilling machine, a laser, a brush, a spray dispenser, welding equipment, a grinding machine, a vacuum cleaner, and/or an air blower.

21. An inspection system (300) for inspecting a railway track (300) and/or a railway vehicle (304), the inspection system (300) comprising:

• an automotive inspection robotic vehicle (100) for inspecting the railway track (200) and/or the railway vehicle (304) according to any one of claims 1 to 20; and

• a railway track (200) comprising a first rail (202) and a second rail (204), on which a railway vehicle (304) can drive, and, optionally,

• the railway vehicle (304).

22. The inspection system (300) according to claim 21, wherein the automotive inspection robotic vehicle (100) is sized and configured such that the automotive inspection robotic vehicle (100), in use, can drive along and between the first rail (202) and the second rail (204) while mechanically interacting, optionally being engaged, with the first and second rails (202, 204) without protruding into a corresponding railway loading gauge (230) of the railway track (200); and/or wherein the automotive inspection robotic vehicle (100) is sized and configured such that the automotive inspection robotic vehicle (100), in use, can drive along and between the first rail (202) and the second rail (204) while mechanically interacting, optionally being engaged, with the first rail and the second rail (202, 204) without protruding into a corresponding railway structural gauge (232) of the railway track (200).

23. The inspection system (300) according to claim 21 or 22, wherein, in the case that the first arms mechanically interact, optionally are engaged, with the first rail and the second arms mechanically interact, optionally are engaged, with the second rail, a span width of the first arm and the second arm of each pair of first and second arms in a direction (14) cross to the front rear direction is less than a distance between a first rail web of the first rail and a second rail web of the second rail and greater than a distance between a first rail head of the first rail and a second rail head of the second rail, whereby, when the inspection robotic vehicle (100) is placed between the first rail and the second rail, the first arms can mechanically interact, optionally engage, with the first rail head and the second arms can mechanically interact, optionally engage, with the second rail head from below, to thereby prevent the inspection robotic vehicle (100) to escape upwardly.

24. The inspection system (300) according to claim 21 or 22, wherein, in the case that the first arms (110(1, m = 1 to M)) are in mechanical interaction, optionally engaged, with the first rail (202) and the second arms (110(2, m = 1 to M)) are in mechanical interaction, optionally engaged, with the second rail (204), the first arms (110(1, m = 1 to M)) are in permanent physical contact with the first rail (202) and the second arms (110(2, m = 1 to M)) are in permanent physical contact with the second rail (204).

25. The inspection system (300) according to any one of claims 21 to 24 provided that in combination with claim 11, wherein a range of the deflection, which is optionally a translational deflection, of the respective free end portion (122(n, m)) relative to the corresponding base arm portion (112(n, m)) of each first arm (110(1, m)) and each second arm (110(2, m)) is sized and/or limited such that a span width (s) of the first arm (110(1, m)) and the second arm (110(2, m)) of each pair (m) of first and second arms in a direction (14) cross to the front rear direction is always greater than a distance (242) between a first rail head (202h) of the first rail (202) and a second rail head (204h) of the second rail (204).

26. The inspection system (300) according to any one of claims 21 to 25 provided that in combination with claim 11,

68 wherein the respective second passive deflection mechanism of the automotive inspection robotic vehicle (100) comprises a displacement sensor (130(n, m)), connected with the onboard control device (106), which detects the deflection (d ), which is optionally a translational deflection, of the respective free end portion (122(n, m)) relative to the corresponding base arm portion (112(n, m)), wherein the onboard control device (106) is configured to:

• determine a position of the automotive inspection robotic vehicle (100) between the first rail (202) and the second rail (204) using the deflections detected by the displacement sensors (130(n, m = 1 to M)), and/or

• determine a distance between the first rail (202) and the second rail (204) using the deflections detected by the displacement sensors (130(n, m = 1 to M)); and/or

• determine a rotation of the automotive inspection robotic vehicle (100) relative to the first rail (202) and/or second rail (204) using the deflections detected by the displacement sensors (110(n, m = 1 to M)).

27. The inspection system (300) according to claim 26, wherein the onboard control device (106) is configured to control the driving action of the onboard driving device (104) using the determined position of the inspection robotic vehicle (100), the determined distance between the first rail (202) and the second rail (204), and/or the determined rotation of the automotive inspection robotic vehicle (100).

28. The inspection system (300) according to any one of claims 21 to 27 provided that in combination with claim 15, wherein the automotive inspection robotic vehicle (100) comprises at least one first rail detection sensor, connected to the onboard control device (106), on the lateral side, on which the first arms are attached, and at least one second rail detection sensor, connected to the onboard control device (106), on the lateral side, on which the second arms are attached, wherein the onboard control device (106) is configured to control the respective active deflection mechanism so as to provide the extension force to thereby bring the corresponding first and second arms into their extended configuration

69 and thereby into engagement with the first and second rails (202, 204), respectively, in the case that the first rail detection sensor detects the presence of the first rail (202) and the second rail detection sensor detects the presence of the second rail (204).

29. A method (500) for inspecting a railway track and/or a railway vehicle, the method (500) comprising:

• bringing into mechanical interaction, optionally engaging, each first arm (110(1, m)) and each second arm (110(2, m)) of an automotive inspection robotic vehicle (100) according to any one of claims 1 to 20, or an automotive inspection robotic vehicle (100) of an inspection system (300) according to any one of claims 21 to 28 with a first rail (202) and a second rail (204) of the railway track (200), respectively (502);

• driving the automotive inspection robotic vehicle (100) to move along and between the first rail (202) and the second rail (204) while the first and second arms being mechanically interacted, optionally being engaged, with the first rail (202) and the second rail (204), respectively (504).

30. The method (500) according to claims 29, further comprising: while the automotive inspection robotic vehicle (100) moves along and between the first rail (202) and the second rail (204), detecting, by the one or more onboard sensors (108) of the automotive inspection robotic vehicle (100), at least one railway track parameter and/or railway vehicle parameter, describing a condition of the railway track (200) and/or railway vehicle (304), respectively, and/or describing a condition of the surrounding of the railway track (200).

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